X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 30 May 2012 12:01:44 -0400 Message-ID: X-Original-Return-Path: Received: from imr-da05.mx.aol.com ([205.188.105.147] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5566949 for lml@lancaironline.net; Tue, 29 May 2012 20:11:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.147; envelope-from=Sky2high@aol.com Received: from mtaomg-mb03.r1000.mx.aol.com (mtaomg-mb03.r1000.mx.aol.com [172.29.41.74]) by imr-da05.mx.aol.com (8.14.1/8.14.1) with ESMTP id q4U0BIv2021674 for ; Tue, 29 May 2012 20:11:18 -0400 Received: from core-mtb002a.r1000.mail.aol.com (core-mtb002.r1000.mail.aol.com [172.29.234.197]) by mtaomg-mb03.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 607BBE000087 for ; Tue, 29 May 2012 20:11:18 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <1bc72.7ab2d8fe.3cf6bfa6@aol.com> X-Original-Date: Tue, 29 May 2012 20:11:18 -0400 (EDT) Subject: Re: [LML] Header tank X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1bc72.7ab2d8fe.3cf6bfa6_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:471786336:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294a4fc565a65d55 --part1_1bc72.7ab2d8fe.3cf6bfa6_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Rob, =20 One way to get your head right is to realize that the header tank is the = =20 main fuel tank that is responsible for running the engine. The wing tanks= =20 are merely auxiliary fuel supplies. One way to relieve workload is to hav= e=20 some way to keep the header full or near full without dumping fuel =20 overboard because you forget to start the timer. Two sensors, say about 2 = gallons=20 apart, can assure that the header is always full enough for your emergency= =20 flight range. If the low value is about 8 gallons, that's at least 45=20 minutes at reduced power if the tank is properly baffled so that you get t= o use=20 all but the last gallon in descent (or maybe ascent in the case of a go=20 around). Forget about those that have selectors that use the wing tanks= =20 directly - especially if they failed to include slosh doors and fuel =20 containment compartments in the wing. In level flight, the wings can be c= ompletely=20 drained by filling the header. =20 So, two floats (hi and lo) and some simple automatic (with manual =20 override) system to keep the header full is desirable. =20 If you are like wild Bill and intend to fly across the outback or wide =20 seas, then a more complex system to give you access to every drop might be = more=20 appropriate. =20 Good Luck, =20 Grayhawk =20 =20 In a message dated 5/29/2012 10:09:55 A.M. Central Daylight Time, =20 stevens5@swiftdsl.com.au writes: =20 Another request for those who have built the L320/360. I am just beginning= =20 to build up my header tank, and am thinking I might install a float switch= =20 to operate a =E2=80=9CTank Full=E2=80=9D warning light when transferring fu= el to the=20 header tank. I am interested in comments from other builders about what yo= u=20 have done, or even better, what you wish you had done, in setting up the f= uel=20 transfer system.=20 Regards,=20 Rob Stevens=20 Perth Western Australia=20 L360 60% --part1_1bc72.7ab2d8fe.3cf6bfa6_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Rob,
 
One way to get your head right is to realize that the header tank is t= he=20 main fuel tank that is responsible for running the engine.  The w= ing=20 tanks are merely auxiliary fuel supplies.  One way to relieve workload= is=20 to have some way to keep the header full or near full without dumping fuel= =20 overboard because you forget to start the timer.  Two sensors, say abo= ut 2=20 gallons apart, can assure that the header is always full enough for yo= ur=20 emergency flight range.  If the low value is about 8 gallons, tha= t's=20 at least 45 minutes at reduced power if the tank is properly baffled so tha= t you=20 get to use all but the last gallon in descent (or maybe ascent in the case = of a=20 go around).  Forget about those that have selectors that use the wing= =20 tanks directly - especially if they failed to include slosh doors and = fuel=20 containment compartments in the wing.  In level flight, the wings can = be=20 completely drained by filling the header.
 
So, two floats (hi and lo) and some simple automatic (with manual=20 override) system to keep the header full is desirable.
 
If you are like wild Bill and intend to fly across the outback or wide= =20 seas, then a more complex system to give you access to every drop might be = more=20 appropriate.
 
Good Luck,
 
Grayhawk
 
In a message dated 5/29/2012 10:09:55 A.M. Central Daylight Time,=20 stevens5@swiftdsl.com.au writes:
=

Another request for those who have built the L320/36= 0. I am=20 just beginning to build up my header tank, and am thinking I might instal= l a=20 float switch to operate a =E2=80=9CTank Full=E2=80=9D warning light when = transferring fuel to=20 the header tank. I am interested in comments from other builders about wh= at=20 you have done, or even better, what you wish you had done, in setting up = the=20 fuel transfer system.

 

Regards,

Rob Stevens

Perth Western Australia

L360=20 60%

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