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Re: Fuel Vent Lines
Sam Hoskins <shoskins@...>
James, the method of vent routing you are describing is already in the
plans. See Q-200 plans, Section II, page 2. I have used it all these years and it works fine. If you have to enlist an unreliable condition, such as not keeping the header completely full during takeoff, you may be putting yourself at risk if that condition is not met. Better to ensure your system works in all scenarios. I also cycle my pump. What is the point of having it on all the time when it has excess flow capacity? It's 16 degrees here in southern Illinois. Sam Hoskins _____ From: James Postma [mailto:james@...] Sent: Sunday, January 23, 2005 8:10 AM To: Q-LIST@... Subject: Re: [Q-LIST] Fuel Vent Lines Peter, Frank Follmer believed that the vent line should be terminated in the top of the overflow pipe by extending it an inch or so into the overflow and that this would eliminate the venting problem you describe. He talked to Gene Sheehan about this and got him to agree with him, but I don't know if Gene ever published a builders note about it. Another way of dealing with the problem is to not have the header tank completely full during take off so that the vent line will drain. My procedure is to fill the header tank during preflight and then leave the transfer pump off until after takeoff. I also cycle the transfer pump during cruise and do not run it always. I use a similar procedure when landing by filling the header tank during approach, and turning off the transfer pump during landing. James Postma Q2 Revmaster N145EX Q200 N8427 Steilacoom, Washington (253) 584-1182 9:00 to 8:00 PDT May your header tank be always full and your wings right side up. ----- Original Message ----- From: "Peter Harris" <peterjfharris@...> To: <Q-LIST@...> Sent: Friday, January 21, 2005 6:51 PM Subject: Re: [Q-LIST] Fuel Vent Lines header tank as fuel is taken down to the carb. and this restricts the fuel flow to the carb. If the carbs are gravity fed and no fuel bowl the effect is an immediate loss of power .If you have a fuelbowl carb the fuel level in the bowl will be lowered. If you pump feed the carbs, the pump will have to work harder.Unless you run a gravity fed throttle body like Posa with no fuel bowl , you may not be aware of the compromise to fuel supply.That does not mean it is not happening. 3. How long before the vent line clears itself ? Will it drain downunder gravity or will it be pushed into the header under the combined effect of air pressure and the developing vacuum in the header ? If a fuel pump is used to draw from the header to supply the carb then the vent fuel will probably be cleared up into the header sooner. There will be a condition when the forces are in balance and there is no movement of this slug of fuel. That was enough to almost stop my Revmaster/Posa and I turned back at250ft and managed to get around the circuit before the engine fully recovered. To me it makes sense to use a short 2" ,up facing vent because it willhold less fuel and air pressure will combine with gravity to clear the vent. The plans vent line is almost 3ft long and it can fill and gravity works against air pressure to delay or stop the clearance. I don't see the need to pressurise the tanks if the carbs are pump fed.cause of accidents. Not enough fuel, poor management, contaminated, it's along list. Don't make your system too complicated. Here's a little articleI found of another guy's opinions:http://www.ellison-fluid-systems.com/article/fuelsystemsforhomebuilts/fuelsy stems.htmfine. However, once you get into the air the hell breaks loose. Relativelylow pressure air is delivered to the fuel tank(s) through the fuel leakingcap which results in a partial fuel starvation. This then follows with amayday call and a dicey return to the runway.fuel to help deliver it to the carburetor, and to prevent overpressure whileyou are sitting in the sun.cap that won't come apart. There are various was of doing this, here is howI built mine:http://home.mchsi.com/~shoskins/aircraftdetail/06fuelfiller.jpg and here's a photo of my battered ram-air ventcan also see a little curved tube behind the ram-air vent. This is simply athe fuel system the excess splash just runs out to the ground).since the fuel system is already vented to ram air.ram-air vent and simply blow hard into the tube to pressurize your system (donot use compressed air, you could rupture a tank). Place your thumb overthe vent and wait about 5 seconds. Uncover the vent and you should feelyour own breath coming back at you. If you do, your system is sealed wellrelated problems is one of the top two reported problems that are statisticallyDid you change anything to get at the root cause of your problem (i.e. vent)or did you just limit your fix to the gas cap?original > QAC---- Yahoo! Groups LinksService.
Quickie Builders Association WEB site http://www.quickiebuilders.org _____ Yahoo! Groups Links * To visit your group on the web, go to: http://groups.yahoo.com/group/Q-LIST/ * To unsubscribe from this group, send an email to: Q-LIST-unsubscribe@... <mailto:Q-LIST-unsubscribe@...?subject=Unsubscribe> * Your use of Yahoo! Groups is subject to the Yahoo! <http://docs.yahoo.com/info/terms/> Terms of Service.
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Re: Fuel Vent Lines
Ron <rondefly@...>
Hey Sam, I see you get some of that nice warm weather also.
Ron T in foggy South Lake Tahoe, CA Ron Triano N4710P http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page8.html _____ From: Sam Hoskins [mailto:shoskins@...] Sent: Sunday, January 23, 2005 7:10 AM To: Q-LIST@... Subject: RE: [Q-LIST] Fuel Vent Lines James, the method of vent routing you are describing is already in the plans. See Q-200 plans, Section II, page 2. I have used it all these years and it works fine. If you have to enlist an unreliable condition, such as not keeping the header completely full during takeoff, you may be putting yourself at risk if that condition is not met. Better to ensure your system works in all scenarios. I also cycle my pump. What is the point of having it on all the time when it has excess flow capacity? It's 16 degrees here in southern Illinois. Sam Hoskins _____ From: James Postma [mailto:james@...] Sent: Sunday, January 23, 2005 8:10 AM To: Q-LIST@... Subject: Re: [Q-LIST] Fuel Vent Lines Peter, Frank Follmer believed that the vent line should be terminated in the top of the overflow pipe by extending it an inch or so into the overflow and that this would eliminate the venting problem you describe. He talked to Gene Sheehan about this and got him to agree with him, but I don't know if Gene ever published a builders note about it. Another way of dealing with the problem is to not have the header tank completely full during take off so that the vent line will drain. My procedure is to fill the header tank during preflight and then leave the transfer pump off until after takeoff. I also cycle the transfer pump during cruise and do not run it always. I use a similar procedure when landing by filling the header tank during approach, and turning off the transfer pump during landing. James Postma Q2 Revmaster N145EX Q200 N8427 Steilacoom, Washington (253) 584-1182 9:00 to 8:00 PDT May your header tank be always full and your wings right side up. ----- Original Message ----- From: "Peter Harris" <peterjfharris@...> To: <Q-LIST@...> Sent: Friday, January 21, 2005 6:51 PM Subject: Re: [Q-LIST] Fuel Vent Lines header tank as fuel is taken down to the carb. and this restricts the fuel flow to the carb. If the carbs are gravity fed and no fuel bowl the effect is an immediate loss of power .If you have a fuelbowl carb the fuel level in the bowl will be lowered. If you pump feed the carbs, the pump will have to work harder.Unless you run a gravity fed throttle body like Posa with no fuel bowl , you may not be aware of the compromise to fuel supply.That does not mean it is not happening. 3. How long before the vent line clears itself ? Will it drain downunder gravity or will it be pushed into the header under the combined effect of air pressure and the developing vacuum in the header ? If a fuel pump is used to draw from the header to supply the carb then the vent fuel will probably be cleared up into the header sooner. There will be a condition when the forces are in balance and there is no movement of this slug of fuel. That was enough to almost stop my Revmaster/Posa and I turned back at250ft and managed to get around the circuit before the engine fully recovered. To me it makes sense to use a short 2" ,up facing vent because it willhold less fuel and air pressure will combine with gravity to clear the vent. The plans vent line is almost 3ft long and it can fill and gravity works against air pressure to delay or stop the clearance. I don't see the need to pressurise the tanks if the carbs are pump fed.cause of accidents. Not enough fuel, poor management, contaminated, it's along list. Don't make your system too complicated. Here's a little articleI found of another guy's opinions:http://www.ellison-fluid-systems.com/article/fuelsystemsforhomebuilts/fuelsy stems.htmfine. However, once you get into the air the hell breaks loose. Relativelylow pressure air is delivered to the fuel tank(s) through the fuel leakingcap which results in a partial fuel starvation. This then follows with amayday call and a dicey return to the runway.fuel to help deliver it to the carburetor, and to prevent overpressure whileyou are sitting in the sun.cap that won't come apart. There are various was of doing this, here is howI built mine:http://home.mchsi.com/~shoskins/aircraftdetail/06fuelfiller.jpg and here's a photo of my battered ram-air ventcan also see a little curved tube behind the ram-air vent. This is simply athe fuel system the excess splash just runs out to the ground).since the fuel system is already vented to ram air.ram-air vent and simply blow hard into the tube to pressurize your system (donot use compressed air, you could rupture a tank). Place your thumb overthe vent and wait about 5 seconds. Uncover the vent and you should feelyour own breath coming back at you. If you do, your system is sealed wellrelated problems is one of the top two reported problems that are statisticallyDid you change anything to get at the root cause of your problem (i.e. vent)or did you just limit your fix to the gas cap?original > QAC---- Yahoo! Groups LinksService.
Quickie Builders Association WEB site http://www.quickiebuilders.org _____ Yahoo! Groups Links * To visit your group on the web, go to: http://groups.yahoo.com/group/Q-LIST/ * To unsubscribe from this group, send an email to: Q-LIST-unsubscribe@... <mailto:Q-LIST-unsubscribe@...?subject=Unsubscribe> * Your use of Yahoo! Groups is subject to the Yahoo! <http://docs.yahoo.com/info/terms/> Terms of Service. Quickie Builders Association WEB site http://www.quickiebuilders.org _____ Yahoo! Groups Links * To visit your group on the web, go to: http://groups.yahoo.com/group/Q-LIST/ * To unsubscribe from this group, send an email to: Q-LIST-unsubscribe@... <mailto:Q-LIST-unsubscribe@...?subject=Unsubscribe> * Your use of Yahoo! Groups is subject to the Yahoo! Terms of <http://docs.yahoo.com/info/terms/> Service.
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Re: starter
James Postma <james@...>
Rich,
toggle quoted messageShow quoted text
A Subaru starter works well on the Revmaster. It is smaller, lighter, more reliable, and more powerful than the VW. You have to make an adapter plate. James Postma Q2 Revmaster N145EX Q200 N8427 Steilacoom, Washington (253) 584-1182 9:00 to 8:00 PDT May your header tank be always full and your wings right side up.
----- Original Message -----
From: "Jerry Marstall" <jnmarstall@...> To: <Q-LIST@...> Sent: Friday, January 21, 2005 4:11 AM Subject: Re: [Q-LIST] starter
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Re: Fuel Vent Lines
James Postma <james@...>
Peter,
toggle quoted messageShow quoted text
Frank Follmer believed that the vent line should be terminated in the top of the overflow pipe by extending it an inch or so into the overflow and that this would eliminate the venting problem you describe. He talked to Gene Sheehan about this and got him to agree with him, but I don't know if Gene ever published a builders note about it. Another way of dealing with the problem is to not have the header tank completely full during take off so that the vent line will drain. My procedure is to fill the header tank during preflight and then leave the transfer pump off until after takeoff. I also cycle the transfer pump during cruise and do not run it always. I use a similar procedure when landing by filling the header tank during approach, and turning off the transfer pump during landing. James Postma Q2 Revmaster N145EX Q200 N8427 Steilacoom, Washington (253) 584-1182 9:00 to 8:00 PDT May your header tank be always full and your wings right side up.
----- Original Message -----
From: "Peter Harris" <peterjfharris@...> To: <Q-LIST@...> Sent: Friday, January 21, 2005 6:51 PM Subject: Re: [Q-LIST] Fuel Vent Lines header tank as fuel is taken down to the carb. and this restricts the fuel flow to the carb. If the carbs are gravity fed and no fuel bowl the effect is an immediate loss of power .If you have a fuelbowl carb the fuel level in the bowl will be lowered. If you pump feed the carbs, the pump will have to work harder.Unless you run a gravity fed throttle body like Posa with no fuel bowl , you may not be aware of the compromise to fuel supply.That does not mean it is not happening. 3. How long before the vent line clears itself ? Will it drain downunder gravity or will it be pushed into the header under the combined effect of air pressure and the developing vacuum in the header ? If a fuel pump is used to draw from the header to supply the carb then the vent fuel will probably be cleared up into the header sooner. There will be a condition when the forces are in balance and there is no movement of this slug of fuel. That was enough to almost stop my Revmaster/Posa and I turned back at250ft and managed to get around the circuit before the engine fully recovered. To me it makes sense to use a short 2" ,up facing vent because it willhold less fuel and air pressure will combine with gravity to clear the vent. The plans vent line is almost 3ft long and it can fill and gravity works against air pressure to delay or stop the clearance. I don't see the need to pressurise the tanks if the carbs are pump fed.cause of accidents. Not enough fuel, poor management, contaminated, it's along list. Don't make your system too complicated. Here's a little articleI found of another guy's opinions:http://www.ellison-fluid-systems.com/article/fuelsystemsforhomebuilts/fuelsy stems.htmfine. However, once you get into the air the hell breaks loose. Relativelylow pressure air is delivered to the fuel tank(s) through the fuel leakingcap which results in a partial fuel starvation. This then follows with amayday call and a dicey return to the runway.fuel to help deliver it to the carburetor, and to prevent overpressure whileyou are sitting in the sun.cap that won't come apart. There are various was of doing this, here is howI built mine:http://home.mchsi.com/~shoskins/aircraftdetail/06fuelfiller.jpg and here's a photo of my battered ram-air ventcan also see a little curved tube behind the ram-air vent. This is simply athe fuel system the excess splash just runs out to the ground).since the fuel system is already vented to ram air.ram-air vent and simply blow hard into the tube to pressurize your system (donot use compressed air, you could rupture a tank). Place your thumb overthe vent and wait about 5 seconds. Uncover the vent and you should feelyour own breath coming back at you. If you do, your system is sealed wellrelated problems is one of the top two reported problems that are statisticallyDid you change anything to get at the root cause of your problem (i.e. vent)or did you just limit your fix to the gas cap?original > QAC---- Yahoo! Groups LinksService.
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Re: Too Much Information
James Postma <james@...>
Using a landing light during approach and departure is a great safety device
toggle quoted messageShow quoted text
and relatively inexpensive. It enables other traffic to see you when you are on a collision course. Airliners use their lights day and night during takeoff and landing for this reason. The landing light is cheaper than strobes and more effective during a head on course. James Postma Q2 Revmaster N145EX Q200 N8427 Steilacoom, Washington (253) 584-1182 9:00 to 8:00 PDT May your header tank be always full and your wings right side up.
----- Original Message -----
From: "Jon Finley" <jon@...> To: <Q-LIST@...> Sent: Saturday, January 22, 2005 7:45 AM Subject: RE: [Q-LIST] Too Much Information
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Re: Onan Engines
Keith L WeL Welsh <welshq1@...>
OK !!!
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Will be glad to share what I know, however just remember Crouch is the technical expert on these engines. I'm street smart on these but he is technically smart. By that I mean I've learned to much the hard way where he's figured many things out ahead of time just by virtue of his mechanical and aeronautical background. I'm used to fixing things with a welder, big hammer and baling wire. Farmer in a past life. Thanks to the help of others the Quickie I'm running today is much different than that purchased many years ago. Basically the same but much improved. I now have a sound platform both mechanically and electrically. I'm living proof that it dosen't pay to get to stuck on your own opinion. No matter what the experience level or past qualificatioins one person simply can't know it all. There are to many successful flying airplanes out there which can serve as teachers for the rest. And this is one GREAT sharing group. Will put something together. Welsh On Wed, 19 Jan 2005 17:55:56 -0800 "David J. Gall" <David@...> writes:
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Re: new to group
Mark/Pat Pearson/Pound <wlkabout@...>
The original Quickie can be built from the plans -- though you would
toggle quoted messageShow quoted text
need to find additional specs on "the welded parts" and you would have to find a way to fabricate the cowling. The easiest way for both is to borrow originals and copy them -- using an original cowling as a plug for building a new one. Otherwise the original "kit" really was just a collection of raw materials with virtually no prefabrication. The Q2/200, TriQ etc. may be a different story. By the way, Welcome. Mark Chuck and Judene wrote:
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Re: new to group
Sam Hoskins <shoskins@...>
Welcome,
Your answer is somewhere in these faqs http://quickiebuilders.org/cgi-bin/smartfaq.cgi _____ From: Chuck and Judene [mailto:chknjdn@...] Sent: Saturday, January 22, 2005 4:41 PM To: Q-LIST@... Subject: [Q-LIST] new to group Hello all, I'm new to the group, just joined today. I'm curious, can the quickie be built from just the plans, or do you have to have the kit? Thanks for the help, Chuck Houston, TX Quickie Builders Association WEB site http://www.quickiebuilders.org _____ Yahoo! Groups Links * To visit your group on the web, go to: http://groups.yahoo.com/group/Q-LIST/ * To unsubscribe from this group, send an email to: Q-LIST-unsubscribe@... <mailto:Q-LIST-unsubscribe@...?subject=Unsubscribe> * Your use of Yahoo! Groups is subject to the Yahoo! <http://docs.yahoo.com/info/terms/> Terms of Service.
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new to group
Chuck and Judene <chknjdn@...>
Hello all, I'm new to the group, just joined today.
I'm curious, can the quickie be built from just the plans, or do you have to have the kit? Thanks for the help, Chuck Houston, TX
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Re: Too Much Information
David Chalmers <David@...>
I have a Monroy ATD-200 which works on the same principle as the Traffic Scope. It's a great idea but it doesn't work correctly with my Microair transponder. In between transmissions the transponder puts out a low level signal which is normally not noticeable but is picked up by the traffic monitor and in effect blanks out other aircraft. I spent many hours trying to get it to work correctly. Monroy suggested that it may be a problem with any transponder using a solid-state oscillator. I talked to SureCheck and they would not guarantee that the Traffic Scope would work correctly with a solid-state oscillator and suggested taking advantage of their 30-day money back guarantee if it didn't work.
toggle quoted messageShow quoted text
Just my experience. Dave Chalmers TriQ200 N4016G (200 hrs) Redmond, WA
-----Original Message-----
From: britmcman@... [mailto:britmcman@...] Sent: Friday, January 21, 2005 8:17 PM To: Q-LIST@... Subject: [Q-LIST] Too Much Information This might be a little off topic, rather broader in topic for the group, but I would like some feedback from the group nevertheless. I have a very well equipped Q-200 - essentially IFR capable, thought not certified. As an enthusiastic pilot I want to have the latest and greatest avionics within my financial reach and although that reach is not very high, I have been tempted to add things to the flight deck. For example, an angle of attack indicator. That sounds like a good idea. I believe that if I had an engine out, I would be able to use the device to optimize my glide ratio regardless of weight. Another device, the Traffic Scope Alert devices that provide some aircraft avoidance information seems useful. As a pilot in Southern California, I believe that aircraft avoidance is very high on my list of priorities. Does anyone have any experience or consumer reports regarding the Traffic Scope VRX as seen at the following link? _http://www.surecheck.net/avionics/_ (http://www.surecheck.net/avionics/) I would like to break with a few hundred to $800 if it meant avoiding a mid-air. Of major concern is the fact that adding another instrument has a tendency of pulling the pilots eyes into the cockpit and creates distractions that ultimately compete with the pilot's efforts to scan the aeroscape for other potentially threatening aircraft. The Traffic Scope VRX reports nearby aircraft via transponder signals. Your thoughts please. Phil Lankford Bible Thumpin Redneck Republican N870BM [Non-text portions of this message have been removed] Quickie Builders Association WEB site http://www.quickiebuilders.org Yahoo! Groups Links
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Re: Too Much Information
Jon Finley <jon@...>
Hi Phil,
toggle quoted messageShow quoted text
I think those devices are awesome (and getting better all the time). I've had a few 'proximity scares' (not really near misses) and have learned that our Q's are just not visible to other pilots. So, we must take the lead and make sure we don't get hit (obviously, don't want to hit anyone either). I have never used one of these devices but gotta believe they are better than nothing. However; not quite in my budget yet. Jon Finley N90MG Q2 - Subaru EJ-22 DD - 467 Hrs. TT Apple Valley, Minnesota http://www.FinleyWeb.net/Q2Subaru
-----Original Message-----
From: britmcman@... [mailto:britmcman@...] Sent: Friday, January 21, 2005 10:17 PM To: Q-LIST@... Subject: [Q-LIST] Too Much Information This might be a little off topic, rather broader in topic for the group, but I would like some feedback from the group nevertheless. I have a very well equipped Q-200 - essentially IFR capable, thought not certified. As an enthusiastic pilot I want to have the latest and greatest avionics within my financial reach and although that reach is not very high, I have been tempted to add things to the flight deck. For example, an angle of attack indicator. That sounds like a good idea. I believe that if I had an engine out, I would be able to use the device to optimize my glide ratio regardless of weight. Another device, the Traffic Scope Alert devices that provide some aircraft avoidance information seems useful. As a pilot in Southern California, I believe that aircraft avoidance is very high on my list of priorities. Does anyone have any experience or consumer reports regarding the Traffic Scope VRX as seen at the following link? _http://www.surecheck.net/avionics/_ (http://www.surecheck.net/avionics/) I would like to break with a few hundred to $800 if it meant avoiding a mid-air. Of major concern is the fact that adding another instrument has a tendency of pulling the pilots eyes into the cockpit and creates distractions that ultimately compete with the pilot's efforts to scan the aeroscape for other potentially threatening aircraft. The Traffic Scope VRX reports nearby aircraft via transponder signals. Your thoughts please. Phil Lankford Bible Thumpin Redneck Republican N870BM
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Re: Fuel Vent Lines
One other problem is that the Q is such a tightly cowled engine that when the Q is shut down the heat has a hard time getting out. Then when the engine is started and taxi begins the heat is pushed down to the bottom of the cowl and the fuel line etc. Vapor lock is a very present problem if you don't let the engine cool down enough.
My friend John Spurling put fans in the inlets to cool in between engine runs. I believe he used the 12 volt system to power them from the battery. Bruce ___________________________________________________________________ Speed up your surfing with Juno SpeedBand. Now includes pop-up blocker! Only $14.95/month -visit http://www.juno.com/surf to sign up today!
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Re: Gascolators
I like President Bush also John. What up Dude?
Bruce -- "JohntenHave" <Jtenhave@...> wrote: sorry Phil, it was the first four letter word that popped into my head... John --- In Q-LIST@..., britmcman@a... wrote: I am really at odds at your comments, John. On the one hand, youbasically take my side on the issue of gascolators being a good thing whenproperly installed. Then you turn around and say something like," a pieceof Bush" when I am sure you meant to say,"a piece of Kerry." Quickie Builders Association WEB site http://www.quickiebuilders.org Yahoo! Groups Links ___________________________________________________________________ Speed up your surfing with Juno SpeedBand. Now includes pop-up blocker! Only $14.95/month -visit http://www.juno.com/surf to sign up today!
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Re: Fuel Vent Lines
Peter Harris <peterjfharris@...>
Guys,
toggle quoted messageShow quoted text
With respect and due humiliosity. 1. We seem to agree that fuel sometimes gets into the vent line. 2. It therefore follows that this will cause a partial vacuum in the header tank as fuel is taken down to the carb. and this restricts the fuel flow to the carb. If the carbs are gravity fed and no fuel bowl the effect is an immediate loss of power .If you have a fuelbowl carb the fuel level in the bowl will be lowered. If you pump feed the carbs, the pump will have to work harder.Unless you run a gravity fed throttle body like Posa with no fuel bowl , you may not be aware of the compromise to fuel supply.That does not mean it is not happening. 3. How long before the vent line clears itself ? Will it drain down under gravity or will it be pushed into the header under the combined effect of air pressure and the developing vacuum in the header ? If a fuel pump is used to draw from the header to supply the carb then the vent fuel will probably be cleared up into the header sooner. There will be a condition when the forces are in balance and there is no movement of this slug of fuel. That was enough to almost stop my Revmaster/Posa and I turned back at 250ft and managed to get around the circuit before the engine fully recovered. To me it makes sense to use a short 2" ,up facing vent because it will hold less fuel and air pressure will combine with gravity to clear the vent. The plans vent line is almost 3ft long and it can fill and gravity works against air pressure to delay or stop the clearance. I don't see the need to pressurise the tanks if the carbs are pump fed. Peter
----- Original Message -----
From: Sam Hoskins To: Q-LIST@... Sent: Friday, January 21, 2005 9:30 PM Subject: RE: [Q-LIST] Fuel Vent Lines All, Throughout the homebuilt world fuel related issues are the number one cause of accidents. Not enough fuel, poor management, contaminated, it's a long list. Don't make your system too complicated. Here's a little article I found of another guy's opinions: http://www.ellison-fluid-systems.com/article/fuelsystemsforhomebuilts/fuelsy stems.htm The incident Lynn is referring to, happened to me and at least one other Q-200 driver. If the fuel cap seal is compromised, or if it is left completely off, a scary incident can follow. During run-up all seems fine. However, once you get into the air the hell breaks loose. Relatively low pressure air is delivered to the fuel tank(s) through the fuel leaking cap which results in a partial fuel starvation. This then follows with a mayday call and a dicey return to the runway. The vent system should do two things, keep positive air pressure on the fuel to help deliver it to the carburetor, and to prevent overpressure while you are sitting in the sun. The fix is simple. Build the vent system to the plans but build a fuel cap that won't come apart. There are various was of doing this, here is how I built mine: http://home.mchsi.com/~shoskins/aircraftdetail/06fuelfiller.jpg and here's a photo of my battered ram-air vent http://home.mchsi.com/~shoskins/aircraftdetail/06speedbrake.jpg (You can also see a little curved tube behind the ram-air vent. This is simply a fuel overflow drain that runs from the fuel fill area. If I overfill the fuel system the excess splash just runs out to the ground). I cannot see any reason to vent the fuel tank cap with a small hole, since the fuel system is already vented to ram air. You can easily test your vent system. Wrap your lips around your ram-air vent and simply blow hard into the tube to pressurize your system (do not use compressed air, you could rupture a tank). Place your thumb over the vent and wait about 5 seconds. Uncover the vent and you should feel your own breath coming back at you. If you do, your system is sealed well enough. Hope this helps. Sam Hoskins, Glutton for Punishment Murphysboro, IL _____ From: French [mailto:LJFrench@...] Sent: Friday, January 21, 2005 12:36 AM To: Q-LIST@... Subject: Re: [Q-LIST] Fuel Vent Lines Sam, As I looked in my database of Q-talk back issues, I see that fuel related problems is one of the top two reported problems that are statistically significant. I also see that you wrote an article about your incident. Did you change anything to get at the root cause of your problem (i.e. vent) or did you just limit your fix to the gas cap? LF > I have used it all these years and it works fine. > > . > Works just great. > > And of course, as we have discussed in the past, throw away the original > QAC > plastic bottle fuel filler and get something more substantial. Quickie Builders Association WEB site http://www.quickiebuilders.org _____ Yahoo! Groups Links * To visit your group on the web, go to: http://groups.yahoo.com/group/Q-LIST/ * To unsubscribe from this group, send an email to: Q-LIST-unsubscribe@... <mailto:Q-LIST-unsubscribe@...?subject=Unsubscribe> * Your use of Yahoo! Groups is subject to the Yahoo! <http://docs.yahoo.com/info/terms/> Terms of Service. Quickie Builders Association WEB site http://www.quickiebuilders.org Yahoo! Groups Sponsor ADVERTISEMENT ------------------------------------------------------------------------------ Yahoo! Groups Links a.. To visit your group on the web, go to: http://groups.yahoo.com/group/Q-LIST/ b.. To unsubscribe from this group, send an email to: Q-LIST-unsubscribe@... c.. Your use of Yahoo! Groups is subject to the Yahoo! Terms of Service.
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Vent Lines
Ron <rondefly@...>
I really want to thank all the response to the question about the venting of
the fuel tanks. From what I can gather, several variations are working, what I am putting together is pretty simple, I do have a low fuel valve in the header tank that will start a red light on the annunciator panel, I am going to try and get it to start a backup pump from the 2nd feeder line from the main tank also, I have all -6 fittings and the stainless braided fuel line. Other than that the venting is stock. I will however be connecting the aux tank into the system by quick couplers. Never did get any answer about the Fram HPG1 filter that I thought would be nice to put a water release valve in the bottom, I did send a email to the glassair list as Bob suggested. Thank you all again Ron Triano N4710P
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Too Much Information
This might be a little off topic, rather broader in topic for the group, but
I would like some feedback from the group nevertheless. I have a very well equipped Q-200 - essentially IFR capable, thought not certified. As an enthusiastic pilot I want to have the latest and greatest avionics within my financial reach and although that reach is not very high, I have been tempted to add things to the flight deck. For example, an angle of attack indicator. That sounds like a good idea. I believe that if I had an engine out, I would be able to use the device to optimize my glide ratio regardless of weight. Another device, the Traffic Scope Alert devices that provide some aircraft avoidance information seems useful. As a pilot in Southern California, I believe that aircraft avoidance is very high on my list of priorities. Does anyone have any experience or consumer reports regarding the Traffic Scope VRX as seen at the following link? _http://www.surecheck.net/avionics/_ (http://www.surecheck.net/avionics/) I would like to break with a few hundred to $800 if it meant avoiding a mid-air. Of major concern is the fact that adding another instrument has a tendency of pulling the pilots eyes into the cockpit and creates distractions that ultimately compete with the pilot's efforts to scan the aeroscape for other potentially threatening aircraft. The Traffic Scope VRX reports nearby aircraft via transponder signals. Your thoughts please. Phil Lankford Bible Thumpin Redneck Republican N870BM
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Re: Gascolators
JohntenHave <Jtenhave@...>
sorry Phil, it was the first four letter word that popped into my
head... John --- In Q-LIST@..., britmcman@a... wrote: I am really at odds at your comments, John. On the one hand, youbasically take my side on the issue of gascolators being a good thing whenproperly installed. Then you turn around and say something like," a pieceof Bush" when I am sure you meant to say,"a piece of Kerry."
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Re: Fuel Vent Lines
Letempt, Jeffrey CW4 <jeffrey.letempt@...>
Since you are re-working your plane I think you should get a new one :<)
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Jeff
-----Original Message-----
From: Jerry Marstall [mailto:jnmarstall@...] Sent: Friday, January 21, 2005 10:38 AM To: Q-LIST@... Subject: Re: [Q-LIST] Fuel Vent Lines What do you think? Should I keep it? Jerry Letempt, Jeffrey CW4 wrote: Jerry,cause sof accidents. Not enough fuel, poor management, contaminated, it's a long fine.y youHowever, once you get into the air the hell breaks loose. Relatively lowmayday capare sitting in the sun. http://home.mchsi.com/~shoskins/aircraftdetail/06fuelfiller.jpgthat won't come apart. There are various was of doing this, here is how I and here's a photo of my battered ram-air vent oryou change anything to get at the root cause of your problem (i.e. vent) did you just limit your fix to the gas cap? Quickie Builders Association WEB site http://www.quickiebuilders.org Yahoo! Groups Links
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Re: Fuel Vent Lines
Jerry Marstall <jnmarstall@...>
What do you think? Should I keep it?
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Jerry Letempt, Jeffrey CW4 wrote:
Jerry,
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Re: Fuel Vent Lines
Letempt, Jeffrey CW4 <jeffrey.letempt@...>
Jerry,
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Your innovative thermos bottle fuel cap looked......well it worked. I have one of your photos showing the cap on the 2003 event web site at: http://www.fidnet.com/~letempt/jerry_marstall.htm Jeff ps - it actually happened at Sullivan, unless you had it happen twice.
-----Original Message-----
From: Jerry Marstall [mailto:jnmarstall@...] Sent: Friday, January 21, 2005 6:09 AM To: Q-LIST@... Subject: Re: [Q-LIST] Fuel Vent Lines Accidentally I learned that you can fly without a fuel cap if your fuel filler inlet is in the top of the header tank. In Ottawa my fuel cap blew out about 10 miles from the airport. Fortunately the engine didn't skip a beat, nor did I lose any fuel from the header. Evidently the top of the fuselage, directly in front of the windscreen is a high pressure area. Lucky break!! Some of you may remember the thermos bottle cap I stuck in the filler to make it back to NC. Jerry Marstall Sam Hoskins wrote: All,y stems.htmmayday call and a dicey return to the runway.fuel to help deliver it to the carburetor, and to prevent overpressure while you did you just limit your fix to the gas cap? Quickie Builders Association WEB site http://www.quickiebuilders.org Yahoo! Groups Links
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