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running a tank dry

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pitts_pilot(at)bellsouth.
Guest

Posted: Fri Jun 08, 2007 7:20 am Post subject: running a tank dry

Fiveonepw(at)aol.com (Fiveonepw(at)aol.com) wrote:

 snip

  	  Quote: 	
		     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".    	  Quote: 	
		     Fly smart, fly safe-

 	
 Oooh, we should take these good words to heart!   

 Linn

 [quote]   Mark do not archive

   

   

   

      See what's free at AOL.com.   

    	  Quote: 	
		  

	
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lors01(at)msn.com
Guest

Posted: Fri Jun 08, 2007 8:26 am Post subject: running a tank dry

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->  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.

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pitts_pilot(at)bellsouth.
Guest

Posted: Fri Jun 08, 2007 8:39 am Post subject: running a tank dry

Tracy Crook wrote:

  	  Quote: 	
		               <?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->      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 ...... 

  	  Quote: 	
		         

     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???    	  Quote: 	
		        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'   

 [quote]       	  Quote: 	
		       ----- Original Message ----- 

     From:     linn Walters (pitts_pilot(at)bellsouth.net) 

     To:     rv-list(at)matronics.com (rv-list(at)matronics.com) 

     Sent: Friday, June 08, 2007 11:20 AM

     Subject: running a tank dry

     

     

     Fiveonepw(at)aol.com (Fiveonepw(at)aol.com) wrote:

 snip

      	  Quote: 	
		         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".        	  Quote: 	
		         Fly smart, fly safe-

     	
 Oooh, we should take these good words to heart!  

 Linn

      	  Quote: 	
		         Mark do not archive

       

       

       

               See what's free at AOL.com.       

        	  Quote: 	
		  

	
     



href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List

href="http://forums.matronics.com">http://forums.matronics.com



	
   

	
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lors01(at)msn.com
Guest

Posted: Fri Jun 08, 2007 9:40 am Post subject: running a tank dry

<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]-->   

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Mark Phillips in TN

Joined: 10 Jan 2006
Posts: 431
Location: Columbia, TN

Posted: Fri Jun 08, 2007 12:06 pm Post subject: running a tank dry

In a message dated 6/8/2007 10:22:13 AM Central Daylight Time, pitts_pilot(at)bellsouth.net writes:

  	  Quote: 	
		  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!

  

 

  

 Mark do not archive



See what's free at AOL.com. 

  [quote][b]

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_________________
From The PossumWorks...

klwerner(at)comcast.net
Guest

Posted: Fri Jun 08, 2007 12:35 pm Post subject: 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

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pitts_pilot(at)bellsouth.
Guest

Posted: Fri Jun 08, 2007 1:02 pm Post subject: running a tank dry

Fiveonepw(at)aol.com (Fiveonepw(at)aol.com) wrote:

  	  Quote: 	
		              In a message dated 6/8/2007 10:22:13 AM Central Daylight Time, pitts_pilot(at)bellsouth.net (pitts_pilot(at)bellsouth.net) writes:

    	  Quote: 	
		  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

 

 [quote]    

   

    

   Mark do not archive

   

   

   

      See what's free at AOL.com.   

    	  Quote: 	
		  

	
 [b]

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Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

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