X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 30 Oct 2013 12:11:32 -0400 Message-ID: X-Original-Return-Path: Received: from outbound-jr2.exchangedefender.com ([65.99.255.229] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6570163 for lml@lancaironline.net; Wed, 30 Oct 2013 11:21:21 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.99.255.229; envelope-from=cberland@systems3.net Received: from remote.systems3.net (wsip-98-172-79-178.ph.ph.cox.net [98.172.79.178]) by outbound-jr2.exchangedefender.com (8.13.8/8.13.8) with ESMTP id r9UFJn06030208 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Wed, 30 Oct 2013 11:20:08 -0400 Received: from S3SBS11SERVER.Systems3.local ([fe80::5ce0:47a:d104:b76]) by S3SBS11SERVER.Systems3.local ([fe80::5ce0:47a:d104:b76%11]) with mapi id 14.01.0438.000; Wed, 30 Oct 2013 08:19:38 -0700 From: Craig Berland X-Original-To: Lancair Mailing List Subject: [LML] engine shut down due to uncoordinated flight Thread-Topic: [LML] engine shut down due to uncoordinated flight Thread-Index: AQHO1X93b2DWglrHzkeEYTDMS6X9qJoNV/BA X-Original-Date: Wed, 30 Oct 2013 15:19:37 +0000 X-Original-Message-ID: <03ED6C7C51EFA9489CA3844E6F7B6676071B9263@S3SBS11SERVER.Systems3.local> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [192.168.16.36] Content-Type: multipart/alternative; boundary="_000_03ED6C7C51EFA9489CA3844E6F7B6676071B9263S3SBS11SERVERSy_" MIME-Version: 1.0 X-ExchangeDefender-Info: Please contact the ISP for more information X-ExchangeDefender-VirusScan: Found to be clean X-ExchangeDefender-From: cberland@systems3.net X-ExchangeDefender-MagicKey: 1384356012.65628@XdPsMpohBC6NKI2mivuFvA X-Spam-Status: No --_000_03ED6C7C51EFA9489CA3844E6F7B6676071B9263S3SBS11SERVERSy_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Ralf, My experience is identical to yours and I have winglets. When adding power= and allowing the ball to move off center, a wing will drop and you get som= e lateral force in combination that unloads the left fuel port. That is wh= y I always land and take off on the right tank. With Cheltons it is easy t= o check the trip planner once in cruise and know how much fuel you will lan= d with. I plan on having a few more gallons in the right tank and land on = the right tank. I keep fuel balanced within 8 gallons or so and I never hav= e to trim the ailerons. If a wing is low, it is always due to rudder trim.= I do not have a yaw damper. It is important to keep the ball centered on= takeoff with full fuel to prevent losing fuel out the left vent. Craig Berland N7VG Dear subscribers, I noticed a phenomena on my 4P that I thought might be worth sharing to see= if it is unique or may be others experienced something similar: When my ball is significantly out of center over a longer period of time (>= 30 sec), my fuel selector is on left, and I have less than 15 gals in my le= ft tank my engine will quit due to fuel starvation. It happens mainly when I am practicing approaches: on the missed go around,= when I am busy applying power, getting gears and flaps up, selecting my ne= xt way point in the GPS, changing my approach plates... if I am on the left= tank with low fuel and I forget to retrim the rudder for the changed power= setting my engine will shut down due to fuel starvation. My fuel indicator= will then show zero for the left tank. Switching the tanks and applying hi= gh boost brings it back to life within seconds. After 30 seconds or so I ca= n see the original amount of fuel again in the left tank. It is not a big d= eal anymore because I know how to fix it but it certainly caught my full at= tention the first time. In climb with full fuel I can also notice that I am loosing fuel out of the= left vent on the wing tip if I don't keep my ball in the middle. In straight and level flight I can run this tank dry with the exact amount = of unusable fuel to which I calibrated my fuel indicator on the ground. The only explanation that I have for this phenomena is that this uncoordina= ted flight situation must create some kind of vacuum on my wing tip around = the vent port that sucks the fuel out towards the wing tip away from the fu= selage. I have the regular wing tips and not the winglets. Any input or advice is appreciated. Ralf --_000_03ED6C7C51EFA9489CA3844E6F7B6676071B9263S3SBS11SERVERSy_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Ralf,

My experience is ident= ical to yours and I have winglets.  When adding power and allowing the= ball to move off center, a wing will drop and you get some lateral force i= n combination that unloads the left fuel port.  That is why I always land and take off on the right tank. = ; With Cheltons it is easy to check the trip planner once in cruise and kno= w how much fuel you will land with.  I plan on having a few more gallo= ns in the right tank and land on the right tank. I keep fuel balanced within 8 gallons or so and I never have to trim the a= ilerons.  If a wing is low, it is always due to rudder trim.  I d= o not have a yaw damper.  It is important to keep the ball centered on= takeoff with full fuel to prevent losing fuel out the left vent.

Craig Berland

N7VG=

 

Dear subscribers,

I noticed a phenomena on my 4P that I thought might = be worth sharing to see if it is unique or may be others experienced someth= ing similar:

When my ball is significantly out of center over a l= onger period of time (>30 sec), my fuel selector is on left, and I have = less than 15 gals in my left tank my engine will quit due to fuel starvatio= n.

It happens mainly when I am practicing approaches: o= n the missed go around, when I am busy applying power, getting gears and fl= aps up, selecting my next way point in the GPS, changing my approach plates= … if I am on the left tank with low fuel and I forget to retrim the rudder for the changed power setting my en= gine will shut down due to fuel starvation. My fuel indicator will then sho= w zero for the left tank. Switching the tanks and applying high boost bring= s it back to life within seconds. After 30 seconds or so I can see the original amount of fuel again in the = left tank. It is not a big deal anymore because I know how to fix it but it= certainly caught my full attention the first time.

In climb with full fuel I can also notice that I am = loosing fuel out of the left vent on the wing tip if I don’t keep my = ball in the middle.

In straight and level flight I can run this tank dry= with the exact amount of unusable fuel to which I calibrated my fuel indic= ator on the ground.

The only explanation that I have for this phenomena = is that this uncoordinated flight situation must create some kind of vacuum= on my wing tip around the vent port that sucks the fuel out towards the wi= ng tip away from the fuselage. I have the regular wing tips and not the winglets.

Any input or advice is appreciated.

Ralf

 




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