---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Fri 06/08/07: 23 ---------------------------------------------------------- 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 _____________________________________ Time: 12:31:37 AM PST US From: Fiveonepw@aol.com Subject: Re: RV-List: 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 _____________________________________ Time: 03:26:01 AM PST US From: "Jim Sears" Subject: Re: RV-List: 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 _____________________________________ Time: 05:02:36 AM PST US From: Bob Subject: Re: RV-List: 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 _____________________________________ Time: 05:09:11 AM PST US From: "Dale Walter" Subject: RE: RV-List: 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 _____________________________________ Time: 06:45:24 AM PST US From: Richard Seiders 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 6 _____________________________________ Time: 07:03:28 AM PST US From: Sam Buchanan Subject: Re: RV-List: Capacitive Fuel Sending units Konrad L. Werner wrote: > > 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 _____________________________________ Time: 07:17:50 AM PST US From: "Konrad L. Werner" Subject: Re: RV-List: 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: > > 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 _____________________________________ Time: 07:47:09 AM PST US From: "Dale Walter" Subject: RE: RV-List: 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 _____________________________________ Time: 07:47:09 AM PST US From: Hopperdhh@aol.com Subject: Re: RV-List: 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 ____________________________________ Time: 08:20:06 AM PST US From: linn Walters 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 > . > > ________________________________ Message 11 ____________________________________ Time: 08:31:49 AM PST US From: linn Walters Subject: Re: RV-List: 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 ____________________________________ Time: 08:36:28 AM PST US From: linn Walters Subject: Re: RV-List: 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 ____________________________________ Time: 09:26:15 AM PST US From: "Tracy Crook" Subject: Re: RV-List: 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 To: 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.matronics.com/Navigator?RV-List ________________________________ Message 14 ____________________________________ Time: 09:39:57 AM PST US From: linn Walters 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 ...... > > 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 > To: 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 >> . >> >> >> >> > > >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 ____________________________________ Time: 10:40:28 AM PST US From: "Tracy Crook" Subject: Re: RV-List: running a tank dry ----- Original Message ----- From: linn Walters To: 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 To: rv-list@matronics.com Sent: Friday, June 08, 2007 11:20 AM Subject: RV-List: running a tank dry ________________________________ Message 16 ____________________________________ Time: 12:03:45 PM PST US From: Richard Seiders Subject: Re: RV-List: 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 ____________________________________ Time: 12:05:03 PM PST US From: Richard Seiders Subject: Re: RV-List: 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 ____________________________________ Time: 12:52:48 PM PST US Subject: RV-List: Re: RV transition training From: "ddurakovich" 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 ____________________________________ Time: 01:06:43 PM PST US From: Fiveonepw@aol.com 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 http://www.aol.com. ________________________________ Message 20 ____________________________________ Time: 01:35:43 PM PST US From: "Konrad L. Werner" Subject: Re: RV-List: 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 ____________________________________ Time: 02:02:57 PM PST US From: linn Walters Subject: Re: RV-List: 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 > . > > ________________________________ Message 22 ____________________________________ Time: 08:27:16 PM PST US From: Hopperdhh@aol.com Subject: Re: RV-List: 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 ____________________________________ Time: 09:24:47 PM PST US From: Subject: RV-List: 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 --------------------------------- Moody friends. Drama queens. Your life? Nope! - their life, your story. Play Sims Stories at Yahoo! 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