Today's Message Index:
----------------------
1. 12:31 AM - Re: Capacitive Fuel Sending units (Fiveonepw@aol.com)
2. 03:26 AM - Re: Capacitive Fuel Sending units (Jim Sears)
3. 05:02 AM - Re: Re: Breather run into exhaust (another way) (Bob)
4. 05:09 AM - Re: Cowl Air Temperatures (Dale Walter)
5. 06:45 AM - Re: Capacitive Fuel Sending units (Richard Seiders)
6. 07:03 AM - Re: Capacitive Fuel Sending units (Sam Buchanan)
7. 07:17 AM - Re: Capacitive Fuel Sending units (Konrad L. Werner)
8. 07:47 AM - Re: Fuel Sending units (Dale Walter)
9. 07:47 AM - Re: Capacitive Fuel Sending units (Hopperdhh@aol.com)
10. 08:20 AM - running a tank dry (linn Walters)
11. 08:31 AM - Re: Capacitive Fuel Sending units (linn Walters)
12. 08:36 AM - Re: Capacitive Fuel Sending units (linn Walters)
13. 09:26 AM - Re: running a tank dry (Tracy Crook)
14. 09:39 AM - Re: running a tank dry (linn Walters)
15. 10:40 AM - Re: running a tank dry (Tracy Crook)
16. 12:03 PM - Re: Capacitive Fuel Sending units (Richard Seiders)
17. 12:05 PM - Re: Capacitive Fuel Sending units (Richard Seiders)
18. 12:52 PM - Re: RV transition training (ddurakovich)
19. 01:06 PM - Re: running a tank dry (Fiveonepw@aol.com)
20. 01:35 PM - Re: running a tank dry (Konrad L. Werner)
21. 02:02 PM - Re: running a tank dry (linn Walters)
22. 08:27 PM - Re: Capacitive Fuel Sending units (Hopperdhh@aol.com)
23. 09:24 PM - Re: Breather run into exhaust (warning again) ()
Message 1
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| Subject: | Re: Capacitive Fuel Sending units |
In a message dated 6/7/2007 11:39:58 PM Central Daylight Time, klwerne
r@comcast.net writes:
Hey Mark, what do you normally think about in these last 50 seconds??? Just
curious...
Remember: When the prop stops in mid air, the pilot *may* start sweating!
I'd rather use a timer then relying on the fuel gauge.
>>>
Only reason to sweat in my plane is on the ground on a sunny Tennessee summer
day when the bubble is shut- but then I am reminded to turn on the cabin fan.
8-) 10K' and 160kts is much cooler. A more important reminder is every
30 minutes when my trusty EIS reminds me to check the gauges in case I'm too
"busy" enjoying the flight...
I know about the 50 seconds (actually more like 5-6 minutes- hard to tell
exactly when the needle bottoms out) from testing on the ground and have never
starved Mojo in flight (knock on aluminum!) Level and sump checks pre-flight
are more useful data.
Brings up another interesting debate- those who intentionally run a tank dry
to confirm they can switch tanks, bring the Lyc back online and merrily go on
their way. Intentionally depriving ones self of half of your available fuel
system (kinda) seems a fools errand...
Fly smart, fly safe-
Mark do not archive
************************************** See what's free at http://www.aol.com.
Message 2
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| Subject: | Re: Capacitive Fuel Sending units |
>>Brings up another interesting debate- those who intentionally run a tank
>>dry to confirm they can switch tanks, bring the Lyc back online and
>>merrily go on their way. Intentionally depriving ones self of half of
>>your available fuel system (kinda) seems a fools errand...<<
I have to agree with Mark on this one. I've never allowed my tanks
to get that low, either. I'm always afraid that something could go wrong
with the remaining tank. Not good.
I have no reminder devices in my RV, either. I use my Hobbs and brain to
make the half hour tank changes. Granted, I don't change right on the
money; but, it's usually close enough for horseshoes. :-) I guess my years
of flying the Cheetah helped make that transition. I had to get used to
making the switches when I moved from my C172 to the Cheetah, though.
As for the senders, I'm using the float type hooked to simple analog fuel
gauges. Mine will only read up to 3/4 full; but, they aren't too bad below
that. My aim was to have them reading empty at empty. That mission was
accomplished, even though I doubt I'll ever find out in flight. I track the
time in flight for fuel management. I don't think my bladder will let me
run out of fuel. :-)
Jim in KY
do not archive
Message 3
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| Subject: | Re: Breather run into exhaust (another way) |
At 08:15 PM 6/7/07, you wrote:
>have anyone thought about whats proven to work ... or ... what the
>hanger gurus think works
The breather into the exhaust is an easy way to reduce, but not
eliminate oil on the belly. The best way I know is to run the
breather line all the way through the fuselage to the tail and have
it exit around the tailwheel. Keeps a clean belly, but the tailwheel
will still be dirty.
This is easiest to do when building, but can be retro fitted. BTW,
this is how many of the acro aircraft do it.
Bob
RV6 "Wicked Witch of the West"
Message 4
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| Subject: | Cowl Air Temperatures |
I have a digital temp sensor mounted 2 inches below the lower spark plug
(cyl #3) on a typical flight with OAT at 60 this reads 174. The CHTs at the
same time are 360 plus or minus about 5. The highest reading I have seen so
far was 180. The hottest cowl temp will be found shortly after you shut
down.
Dale
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Andrew Olech
Sent: Thursday, June 07, 2007 11:20 PM
Subject: RV-List: Cowl Air Temperatures
Out of curiosity, does anyone have an estimate (or maybe actuals) of max
expected temperatures in the aft cavity portion of the cowl just forward of
the firewall but behind the engine cooling baffles? (RV6/7 IO360 or equiv
assuming no fire, obviously)
Also, when would the worst temperatures occur, both during flight and on the
ground? My guess is T/O or max power slow climb would be the most
challenging design condition ... but I'm not sure, does soakback after
shutdown come close? Any input is appreciated.
-Andy
RV-7
Message 5
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| Subject: | Re: Capacitive Fuel Sending units |
I have just shy of 500 hrs on 6A. Have used Van's fuel ga/sdg units
since start. Some time ago, rt side went inaccurate (gauge ok) .
Recently had wings off and so replaced both sdg units. Now neither is
accurate. Shall I assume sdg units ok, and go for gauges, or what? thanks.
1:06 PM 6/7/2007, you wrote:
>
>David Burnham wrote:
>>Bobby,
>>I check the gauge levels before filling and and the amount added to fill is
>>very close to what the gauge indicates was used. The float type sensors are
>>notoriously inaccurate, also the guages in the 172 I flew bounced around a
>>lot once the fuel level got below 1/2. My gauges don't bounce. May be
>>different for some of the other float type gauges?
>
>
>As another data point regarding float senders, my RV-6 has been
>flying nearly eight years with the standard floats feeding an
>Electronics International fuel gage. The system is very accurate and
>there is *no* gage bounce. The only shortcoming of the standard
>floats is that due to the dihedral of the wings they indicate full
>until 3-4 gallons burn out of each tank. But they are accurate from
>there to the bottom of the tank.
>
>Sam Buchanan
>
>
Message 6
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| Subject: | Re: Capacitive Fuel Sending units |
Konrad L. Werner wrote:
<snip>
>
> I'd rather use a timer then relying on the fuel gauge.
There is no argument the use of a timer is good practice. However, the
historical distrust of fuel gages probably isn't as valid today in our
world of accurate gages and fuel monitors. My plane, like many RVs, has
not only the accurate EI electronic gage but also a fuel totalizer. As
long as those two independent systems agree I will rely on them instead
of a timer and they have proved to be very accurate, within a gallon or
so at top-off. After flying these aids for several years, I would feel
rather uninformed if all I had was a timer. :-)
Sam Buchanan
Message 7
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| Subject: | Re: Capacitive Fuel Sending units |
Agreed! A good "calibrateable" gauge like the Electronic International
Fuel Gauge is the way to go, when compared to the standard Isspro/Vans
Gauges.
Something like your E.I. Fuel Level and Fuel Flow/Totalizer is the way
to go and I would trust these two independent units, as they can be
cross-checked.
do not archive
----- Original Message -----
From: Sam Buchanan
To: rv-list@matronics.com
Sent: Friday, June 08, 2007 7:55 AM
Subject: Re: RV-List: Capacitive Fuel Sending units
Konrad L. Werner wrote:
<snip>
>
> I'd rather use a timer then relying on the fuel gauge.
There is no argument the use of a timer is good practice. However, the
historical distrust of fuel gages probably isn't as valid today in our
world of accurate gages and fuel monitors. My plane, like many RVs,
has
not only the accurate EI electronic gage but also a fuel totalizer. As
long as those two independent systems agree I will rely on them
instead
of a timer and they have proved to be very accurate, within a gallon
or
so at top-off. After flying these aids for several years, I would feel
rather uninformed if all I had was a timer. :-)
Sam Buchanan
Message 8
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| Subject: | Fuel Sending units |
Last month I had to remove float type sender due to gasket leak (after 850
hrs and 6 years). When I reinstalled the sender was inop. Quickly found the
electrical ground was bad. Cleaned the top screw holding sender to insure
ground; gauge was perfect again. Suggest you verify the ground contact.
Dale
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Richard Seiders
Sent: Friday, June 08, 2007 9:44 AM
Subject: Re: RV-List: Capacitive Fuel Sending units
I have just shy of 500 hrs on 6A. Have used Van's fuel ga/sdg units
since start. Some time ago, rt side went inaccurate (gauge ok) .
Recently had wings off and so replaced both sdg units. Now neither is
accurate. Shall I assume sdg units ok, and go for gauges, or what? thanks.
1:06 PM 6/7/2007, you wrote:
>
>David Burnham wrote:
>>Bobby,
>>I check the gauge levels before filling and and the amount added to fill
is
>>very close to what the gauge indicates was used. The float type sensors
are
>>notoriously inaccurate, also the guages in the 172 I flew bounced around a
>>lot once the fuel level got below 1/2. My gauges don't bounce. May be
>>different for some of the other float type gauges?
>
>
>As another data point regarding float senders, my RV-6 has been
>flying nearly eight years with the standard floats feeding an
>Electronics International fuel gage. The system is very accurate and
>there is *no* gage bounce. The only shortcoming of the standard
>floats is that due to the dihedral of the wings they indicate full
>until 3-4 gallons burn out of each tank. But they are accurate from
>there to the bottom of the tank.
>
>Sam Buchanan
>
>
Message 9
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| Subject: | Re: Capacitive Fuel Sending units |
Richard,
You can check the gauges and the sender units separately from the following
data:
Empty = 248 ohms, Full (Not full actually, but against top of tank) = 30.2
ohms. This is what I measured on my sender units and my gauges are pretty
accurate.
Vans drawing number "Wing Float Wires" dated 1/05/95 states 30 to 240 ohms as
typical. This drawing also gives the bending dimensions.
The sender units are Stewart Warner 385 series Lever-type fuel senders.
Hope this helps,
Dan Hopper
RV-7A
In a message dated 6/8/2007 9:47:55 AM Eastern Standard Time,
seiders@bellsouth.net writes:
I have just shy of 500 hrs on 6A. Have used Van's fuel ga/sdg units
since start. Some time ago, rt side went inaccurate (gauge ok) .
Recently had wings off and so replaced both sdg units. Now neither is
accurate. Shall I assume sdg units ok, and go for gauges, or what? thanks.
************************************** See what's free at http://www.aol.com.
Message 10
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| Subject: | running a tank dry |
Fiveonepw@aol.com wrote:
snip
> Brings up another interesting debate- those who intentionally run a
> tank dry to confirm they can switch tanks, bring the Lyc back online
> and merrily go on their way. Intentionally depriving ones self of
> half of your available fuel system (kinda) seems a fools errand...
I disagree. There may be many reasons to run a tank dry in flight: One
is to test in level flight (which may be different from on the ground)
for calibration, trying to CYA because you didn't plan correctly (for
whatever reason), and three ..... to see just how long you have to wait
for the fuel to produce power after you switch tanks. Knowledge is your
best friend. As for #2, I've said "An old pilot is one that survives
all his (or her) stupid mistakes".
> Fly smart, fly safe-
Oooh, we should take these good words to heart! :-)
Linn
> Mark do not archive
>
>
> ------------------------------------------------------------------------
> See what's free at AOL.com
> <http://www.aol.com?ncid=AOLAOF00020000000503>.
>
>
Message 11
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| Subject: | Re: Capacitive Fuel Sending units |
Jim Sears wrote:
>
>>> Brings up another interesting debate- those who intentionally run a
>>> tank dry to confirm they can switch tanks, bring the Lyc back online
>>> and merrily go on their way. Intentionally depriving ones self of
>>> half of your available fuel system (kinda) seems a fools errand...<<
>>
>
> I have to agree with Mark on this one. I've never allowed my tanks
> to get that low, either. I'm always afraid that something could go
> wrong with the remaining tank. Not good.
After switching tanks a couple of hundred times, what could go wrong?
If you've maintained your fuel system over the years, fuel valve failure
probably is a very small chance. We take far greater risks all the
time. I think the concept should be 'concern' rather than 'fear'. Good
fuel management is learned. I learned mine by running a tank dry at
400' on departure .... when I was a baby pilot. See my previous post on
survival.
> I have no reminder devices in my RV, either. I use my Hobbs and brain
> to make the half hour tank changes. Granted, I don't change right on
> the money; but, it's usually close enough for horseshoes. :-) I
> guess my years of flying the Cheetah helped make that transition. I
> had to get used to making the switches when I moved from my C172 to
> the Cheetah, though.
I used a dual timer to remind me to switch tanks. I didn't have
headsets at the time, and would miss the timer once in a while. Then I
got headsets and couldn't hear it at all. If my fuel computer has an
audible output for a reminder, I'll wire it up.
> As for the senders, I'm using the float type hooked to simple analog
> fuel gauges.
Nothing wrong with simole!!! :-)
> Mine will only read up to 3/4 full; but, they aren't too bad below
> that. My aim was to have them reading empty at empty. That mission
> was accomplished, even though I doubt I'll ever find out in flight. I
> track the time in flight for fuel management. I don't think my
> bladder will let me run out of fuel. :-)
Good point Jim! Just think of all the neat places we fly over and never
stop ..... because we've got a load of gas and it's a PITA to stop often!!!
Linn -10 waiting for the shop to finish!
>
>
> Jim in KY
> do not archive
>
>
Message 12
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| Subject: | Re: Capacitive Fuel Sending units |
Richard Seiders wrote:
>
> I have just shy of 500 hrs on 6A. Have used Van's fuel ga/sdg units
> since start. Some time ago, rt side went inaccurate (gauge ok) .
> Recently had wings off and so replaced both sdg units. Now neither is
> accurate. Shall I assume sdg units ok, and go for gauges, or what?
> thanks.
First guess is that the arms on the original senders are bent different
than the new ones. Second guess would be that the sender resistance is
different ......
Linn
do not archive
Message 13
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| Subject: | Re: running a tank dry |
Being the wuss that I am, I can't stand the tension of wondering how
much fuel is left in a tank or whether the engine will re-light on the
other.
I always run off the left tank (no fuel valve) and refill it via Facet
pump from the Right. A pump failure could mean that I can't get to the
right tank fuel so I always keep an hour of fuel in the left unless I've
emptied the right completely. That dry rattle of the Facet tells me
when this happens. A fuel transfer timer keeps me from over filling the
left and spewing dyno juice out the vent.
do not archive
Tracy Crook
Mazda powered RV-4 1600+ hrs.
----- Original Message -----
From: linn Walters<mailto:pitts_pilot@bellsouth.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Friday, June 08, 2007 11:20 AM
Subject: RV-List: running a tank dry
Fiveonepw@aol.com<mailto:Fiveonepw@aol.com> wrote:
snip
Brings up another interesting debate- those who intentionally run a
tank dry to confirm they can switch tanks, bring the Lyc back online and
merrily go on their way. Intentionally depriving ones self of half of
your available fuel system (kinda) seems a fools errand...
I disagree. There may be many reasons to run a tank dry in flight:
One is to test in level flight (which may be different from on the
ground) for calibration, trying to CYA because you didn't plan correctly
(for whatever reason), and three ..... to see just how long you have to
wait for the fuel to produce power after you switch tanks. Knowledge is
your best friend. As for #2, I've said "An old pilot is one that
survives all his (or her) stupid mistakes".
Fly smart, fly safe-
Oooh, we should take these good words to heart! :-)
Linn
Mark do not archive
-------------------------------------------------------------------------
---
See what's free at
AOL.com<http://www.aol.com/?ncid=AOLAOF00020000000503>.
http://www.matronics.com/Navigator?RV-List<http://www.matronics.com/Navig
ator?RV-List>
Message 14
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| Subject: | Re: running a tank dry |
Tracy Crook wrote:
> Being the wuss that I am, I can't stand the tension of wondering how
> much fuel is left in a tank or whether the engine will re-light on the
> other.
No fuel guage? That and a good idea of how much you've flown on the
tank should ease the tension. If you've built and fly your own
airplane, I wouldn't classify anyone as a wuss. Add the risky behavior
of the mazda ......
>
> I always run off the left tank (no fuel valve) and refill it via
> Facet pump from the Right. A pump failure could mean that I can't
> get to the right tank fuel so I always keep an hour of fuel in the
> left unless I've emptied the right completely. That dry rattle of the
> Facet tells me when this happens. A fuel transfer timer keeps me from
> over filling the left and spewing dyno juice out the vent.
Curious why you plumbed it this way???
> do not archive
>
> Tracy Crook
> Mazda powered RV-4 1600+ hrs.
What's the story on your new one???
Linn ..... feels this is a good use of 'do not archive' :-)
> ----- Original Message -----
> From: linn Walters <mailto:pitts_pilot@bellsouth.net>
> To: rv-list@matronics.com <mailto:rv-list@matronics.com>
> Sent: Friday, June 08, 2007 11:20 AM
> Subject: RV-List: running a tank dry
>
> Fiveonepw@aol.com wrote:
> snip
>
>> Brings up another interesting debate- those who intentionally run
>> a tank dry to confirm they can switch tanks, bring the Lyc back
>> online and merrily go on their way. Intentionally depriving ones
>> self of half of your available fuel system (kinda) seems a fools
>> errand...
>
> I disagree. There may be many reasons to run a tank dry in
> flight: One is to test in level flight (which may be different
> from on the ground) for calibration, trying to CYA because you
> didn't plan correctly (for whatever reason), and three ..... to
> see just how long you have to wait for the fuel to produce power
> after you switch tanks. Knowledge is your best friend. As for
> #2, I've said "An old pilot is one that survives all his (or her)
> stupid mistakes".
>
>> Fly smart, fly safe-
>
> Oooh, we should take these good words to heart! :-)
> Linn
>
>> Mark do not archive
>>
>>
>>
>> ------------------------------------------------------------------------
>> See what's free at AOL.com
>> <http://www.aol.com?ncid=AOLAOF00020000000503>.
>>
>>
>>
>>
>
>
>href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List
>href="http://forums.matronics.com">http://forums.matronics.com
>
>
Message 15
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| Subject: | Re: running a tank dry |
----- Original Message -----
From: linn Walters<mailto:pitts_pilot@bellsouth.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Friday, June 08, 2007 12:40 PM
Subject: Re: RV-List: running a tank dry
Tracy Crook wrote:
Being the wuss that I am, I can't stand the tension of wondering how
much fuel is left in a tank or whether the engine will re-light on the
other.
No fuel guage? That and a good idea of how much you've flown on the
tank should ease the tension. If you've built and fly your own
airplane, I wouldn't classify anyone as a wuss. Add the risky behavior
of the mazda ......
Got gauges, it's that last quart of fuel I'm fussy about. I know,
the last quart should not be a concern, but sooner or later a situation
will come up and make it matter (it has for me). There is another
factor in this case however. Running an EFI pump dry is a No-NO, so
running the 'live' tank dry is simply not an option unless that last
quart was the only one on board.
Risky? What risky behavior of the Mazda : ) Seriously, I worry
much more about the surrounding systems than about the engine.
I always run off the left tank (no fuel valve) and refill it via
Facet pump from the Right. A pump failure could mean that I can't get
to the right tank fuel so I always keep an hour of fuel in the left
unless I've emptied the right completely. That dry rattle of the Facet
tells me when this happens. A fuel transfer timer keeps me from over
filling the left and spewing dyno juice out the vent.
Curious why you plumbed it this way???
Mainly simplicity and the 'never run the pump dry' rule'. No
need to switch the fuel return lines needed with EFI. No fuel valve.
Fewer lines.
do not archive
Tracy Crook
Mazda powered RV-4 1600+ hrs.
What's the story on your new one???
Linn ..... feels this is a good use of 'do not archive' :-)
----- Original Message -----
From: linn Walters<mailto:pitts_pilot@bellsouth.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Friday, June 08, 2007 11:20 AM
Subject: RV-List: running a tank dry
Message 16
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| Subject: | Re: Capacitive Fuel Sending units |
Thanks, Dan will try.
Dick
At 10:46 AM 6/8/2007, you wrote:
>
>Richard,
>
>You can check the gauges and the sender units separately from the following
>data:
>
>Empty = 248 ohms, Full (Not full actually, but against top of tank) = 30.2
>ohms. This is what I measured on my sender units and my gauges are pretty
>accurate.
>
>Vans drawing number "Wing Float Wires" dated 1/05/95 states 30 to 240 ohms as
>typical. This drawing also gives the bending dimensions.
>
>The sender units are Stewart Warner 385 series Lever-type fuel senders.
>
>Hope this helps,
>
>Dan Hopper
>RV-7A
>
>In a message dated 6/8/2007 9:47:55 AM Eastern Standard Time,
>seiders@bellsouth.net writes:
>
>I have just shy of 500 hrs on 6A. Have used Van's fuel ga/sdg units
>since start. Some time ago, rt side went inaccurate (gauge ok) .
>Recently had wings off and so replaced both sdg units. Now neither is
>accurate. Shall I assume sdg units ok, and go for gauges, or what? thanks.
>
>
>************************************** See what's free at http://www.aol.com.
>
Message 17
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| Subject: | Re: Capacitive Fuel Sending units |
Will check sdr res. (Used same arms). Thanks
Dick
At 11:37 AM 6/8/2007, you wrote:
>
>Richard Seiders wrote:
>
>>
>>I have just shy of 500 hrs on 6A. Have used Van's fuel ga/sdg units
>>since start. Some time ago, rt side went inaccurate (gauge ok) .
>>Recently had wings off and so replaced both sdg units. Now neither
>>is accurate. Shall I assume sdg units ok, and go for gauges, or what? thanks.
>
>First guess is that the arms on the original senders are bent
>different than the new ones. Second guess would be that the sender
>resistance is different ......
>Linn
>do not archive
>
>
Message 18
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| Subject: | Re: RV transition training |
My general irreverence, catalyzed by 12 years of Catholic School [Laughing]
However, if I ever screw the -4 into the ground, I'm hoping someone will attribute
it to otherworldly 'payback' rather than my piloting (or lack thereof) ability
[Laughing] [Laughing] [Laughing]
Dave
DO NOT ARCHIVE
dale1rv6(at)comcast.net wrote:
> Hi,
> What does the 666 stand for in your number?
> Happy landings,
> Dale
>
>
> --
--------
Dave Durakovich
RV-4, Flying!
N666PR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=117349#117349
Message 19
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| Subject: | Re: running a tank dry |
In a message dated 6/8/2007 10:22:13 AM Central Daylight Time,
pitts_pilot@bellsouth.net writes:
One is to test in level flight (which may be different from on the ground)
for calibration
>>>
Ooops- forgot you tailgragger types would be at an "unusual attitude" testing
this on the ground!
8-)
Mark do not archive
************************************** See what's free at http://www.aol.com.
Message 20
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| Subject: | Re: running a tank dry |
Yeah, there are some drawbacks to them dragging their tails low to the
ground... (but hey, at least they look good when parked)
do not archive
----- Original Message -----
From: Fiveonepw@aol.com
To: rv-list@matronics.com
Sent: Friday, June 08, 2007 2:06 PM
Subject: Re: RV-List: running a tank dry
In a message dated 6/8/2007 10:22:13 AM Central Daylight Time,
pitts_pilot@bellsouth.net writes:
One is to test in level flight (which may be different from on the
ground) for calibration
>>>
Ooops- forgot you tailgragger types would be at an "unusual attitude"
testing this on the ground!
8-)
Mark do not archive
-------------------------------------------------------------------------
-----
See what's free at AOL.com.
Message 21
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| Subject: | Re: running a tank dry |
Fiveonepw@aol.com wrote:
> In a message dated 6/8/2007 10:22:13 AM Central Daylight Time,
> pitts_pilot@bellsouth.net writes:
>
> One is to test in level flight (which may be different from on the
> ground) for calibration
>
> >>>
>
> Ooops- forgot you tailgragger types would be at an "unusual attitude"
> testing this on the ground!
I wasn't speaking of TDs specifically. Trikes can be a whole lot
different on the wheels Vs. real flying attitude. Just a little nose up
(more prevalent) or nose down can make a difference. It really
shouldn't matter because you (not the specific 'you'!) really don't want
to have to get the last drops out of a tank. It's knowledge, though,
about a specific airplane.
FWIW, I try not to get down below 1/2 tanks on the Traumahawk, and the
Pitts never leaves without full tanks ..... even if I'm only going to
fly 1/2 hour akro. It's not uncommon to get wild for a 1/2 hour (used
to be longer .... when I was younger) and then think it's a great idea
to go visit someone instead of heading home.
Linn
>
> 8-)
>
> Mark do not archive
>
>
> ------------------------------------------------------------------------
> See what's free at AOL.com
> <http://www.aol.com?ncid=AOLAOF00020000000503>.
>
>
Message 22
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| Subject: | Re: Capacitive Fuel Sending units |
Speaking here of the float type sender units:
I didn't really mean "against top of tank" either. I actually adjusted the
bent wire to make the float go up to about 1/4 inch from the top of the tank so
it wouldn't rub a hole in the top skin! Full is the term SW uses to mean as
high as the gauge will indicate since the gauges can't read over -- what is
it? -- 15 gallons of the 21 gallon tank.
Dan Hopper
RV-7A
In a message dated 6/8/2007 10:49:24 AM Eastern Standard Time,
Hopperdhh@aol.com writes:
Richard,
You can check the gauges and the sender units separately from the following
data:
Empty = 248 ohms, Full (Not full actually, but against top of tank) = 30.2
ohms. This is what I measured on my sender units and my gauges are pretty
accurate.
************************************** See what's free at http://www.aol.com.
Message 23
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| Subject: | Re: Breather run into exhaust (warning again) |
>Hi George,
>I read all four of your recommended NTSB reports below and they all
>have.
Konrad: Interesting but a few things. I did not say or intend that the NTSB
examples had anything to do with drag race crank evacuation via exhaust failures
or accidents.
In fact these Drag Vents are just NOT done in most cars. It's made for drag racers
with open pipes only. Now I'm not saying in can't or won't work on a little
plane, but my point of posting the NTSB reports is, if (Big IF) your crank
vent gets blocked for whatever the reason in the exhaust pipe or out of the pipe,
it can be BAD. Agree?
Your idea of "Tees" and all kind of stuff just makes me think, why. KISS principle.
You know what that is, Keep It Simple Stupid. Keep it light, cheap, simpler,
quicker to build and easier to maintain......and so on.
I can't see why your idea might not work, but it sounds odd. No offense it just
does not sound right off the top of my head, but it may be brilliant. Again
I am a KISS principle guy. I fly big jets and have an engineering background,
so I appreciate complicated systems and creativity; its just not needed in my
opinion.
My motto or mantra is "Build It Per the Plans".
You have no way you can guarantee your special drag race adapted crank sucker
vent into exhaust deal will never get blocked or fail in some way you have not
thought of. Again referring to my first sentence, do what you want, it's experimental.
Performance: Another point (I am just making up), blocking exhaust pipe flow
with a vent may lower engine performance.
A 1/2" tube sticking into the exhaust pipe, which is what the drag-race kits
supply, may lower engine performance. You have to drill that 1/2" hole into the
pipe and weld the tube into the exhaust pipe, that extends a good bit into the
exhaust flow. Now in a BIG drag race header with +3" tubes it may not be a
big deal, we have 1.75" dia exhaust typically. Our smaller pipe with a 1/2" tube
extending into it can't be great for flow, thus HP, at least at high power.
My RV has 4-into-1 with 1.75" pipes going into a 2.25" collector, but the large
collector is mostly outside the airplane. A tube hanging off the collector
outside the cowl would cause drag and look odd. I just can't see drilling big
1/2" hole into my exhaust pipe, but more power to you. (no pun intended)
Cheers George ATP/CFI-II-ME, MSME, RV4/7, B7375767
---------------------------------
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