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fuel selector-(both)

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gcomfo(at)tc3net.com
Guest

Posted: Wed Jun 09, 2010 4:43 pm Post subject: fuel selector-(both)

[quote]   

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Speedy11(at)aol.com
Guest

Posted: Thu Jun 10, 2010 6:38 pm Post subject: fuel selector-(both)

Gordon,

 Thanks for your RV-4 info.

 I have 84 hours and I'm doing my first annual condition inspection and I  have had no significant problems with the both fuel selection on my  RV-8A.  The right wing will feed slightly more than the left, but that  is likely due to a slight skid.  I have burned the tanks down to 4.5 G  remaining overhead my airport.  Remaining was 2.9 in the left tank and 1.6  in the right.  Further, I have run one tank dry on the ground in both  position (engine faltered as it began to draw air from empty tank) and  switched to the left tank (which still had fuel) and the engine kept  running.

 I have had no indications of vented fuel at either the tank lid or the fuel  vents.

 So, my confidence level is high regarding use of the both selection on my  RV-8A.  It is a pleasure not having to constantly worry about switching  tanks.

 I intend to do skidding flight tests (flying most of a flight in an  intentional skid) to evaluate tank feed.

 If I discover a significant problem in the suture related to the both  position, I can always fall back to using Left-Right like other RVs.

 During the building process, I took special care to make the feed lines  from each tank the same length and using the same degrees of total bends (no  small feat) in order to ensure there was no imbalance caused by higher viscosity  on one side.  With a RV-6/7/9, the fuel lines are already even from both  sides so that problem is resolved.

 Regards,

 Stan Sutterfield

 www.rv-8a.net

  	  Quote: 	
		  Stan:  You may be fine with a "both" position but my    experience with the

RV-4 was not.  If you haven't already, I suggest    an in flight test.  With

the -4 I found that fuel would flow from the    dominant tank to the other and

when it (the other) was full, fuel went    overboard.  The transfer was rapid

enough that  ~4 gal was    transferred in about 15 minutes.  Fuel can emerge

from the cap, flow    to the flap gap and then flow inboard to the

wing/fuselage    gap.



Gordon Comfort

N363GC

	


 

  

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