Date   

Re: Another flight report - Illinois to Kansas

Jerry Marstall
 

Once going to KTOP, I had to stop for wx at an airport just east of Whiteman. The next morning I got a briefing. Since i was soo close to Whiteman, i asked the flight service guy if there was a special procedure for my departure to the west.  He told me that as soon as I cleared 3500msl turn west. I did. and went right over top of the B2s at 3500+.  I was fully expecting to get a call telling me i was in trouble but didnt. didnt get to practice my intercept procedures either.


On Sun, Mar 21, 2021, 5:35 PM Sam Hoskins <sam.hoskins@...> wrote:
Here's a better photo of the AFB base.


B-2s

Jerry Marstall <jnmarstall@...>
 

Sam, they probably saw you taking your U-2 pictures.


Re: Header tank pressure line

Jerry Marstall <jnmarstall@...>
 

Great report. Jerry 

-------- Original message --------
From: Nick Wright <nwright27@...>
Date: 3/21/21 6:05 PM (GMT-05:00)
To: main@q-list.groups.io
Subject: [Q-List] Header tank pressure line

Hello all,

     I saw (forget what website) the header tank pressure line was ran through the NACA opening on the side of a Q200. Does anyone have any we experience with this? Is the airflow adequate in this location?

Many thanks,
Nick Wright
N350JD

On Sun, Mar 21, 2021, 5:35 PM Mike Dwyer <q200pilot@...> wrote:
Good flight report Sam.  I'm surprised the B2 hangars are all in a nice straight line.  Is to make it easy to bomb them all in one pass?
Time to get back to flying!

Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Sun, Mar 21, 2021 at 5:16 PM Sam Hoskins <sam.hoskins@...> wrote:
After a crazy cold winter it was about time to get in the air again. So I made a day-trip from Carbondale, IL, KMDH to Topeka Billard, KTOP. A gorgeous day, for the 355 mile trip. A nice little tailwind made me scoot along so I made the trip in just two hours. Groundspeed was usually around 180+ kts. I had a great visit with my daughter, grand and great grand kids, then it was back to the airport, all too soon. 

One interesting thing about the route of flight, it takes me directly over Whiteman AFB, the primary base for B-2 bombers. Whiteman is kind of in the middle of Missouri. According to the sectional, the top of their controlled airspace is just 3,400 feet, so going west I was at 4,500 feet and east was 5,500 feet. On one trip I saw a couple of B-2s on the ramp, a few F-16s and some helicopters, but today it was completely empty. It always make me wonder who's watching as I fly over at such a low altitude.   In the photo, you can see the row of the 14 or so B-2 hangars. I try to not make any deviations as I pass over.

The winds on departure at KTOP were around 20 kts, but the takeoff was just fine. Of course with every tailwind there is a corresponding headwind.  Fortunately, the winds aloft had shifted more out of the south and it wasn't too bad, I was still able to make a little better than 150 kts groundspeed and I got back in less than two and a half hours.  There was barely any wind at Carbondale, which I hate. 
I'm not very current and if the guy in the tower was watching, he might have been amused by the number of bounces I made. 

Great trip and it was nice to be back the same day, in time for a couple of cocktails with Sandy.

Sam Hoskins
Q-200




Re: Header tank pressure line

Jay Scheevel
 

I think I remember seeing this proposed in the past, but I have not seen it in any of the planes I have seen flying. One thing to consider: The reason a NACA duct works is because it causes the flow near the skin to de-pressurize slightly, so it changes direction and into the duct.  On the other hand, you want maximum ram air pressure to the tank, so you need to extend the ram tube far enough away from the surface of the fuselage to get full velocity airflow. This is why the header ram air tube and also the pitot tube have stand-offs from the fuselage and/or wing surface. Suggest you keep that design. It is not much drag and it has valuable benefit to fuel flow.

 

Cheers,

Jay

 

From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Nick Wright
Sent: Sunday, March 21, 2021 4:05 PM
To: main@q-list.groups.io
Subject: [Q-List] Header tank pressure line

 

Hello all,

 

     I saw (forget what website) the header tank pressure line was ran through the NACA opening on the side of a Q200. Does anyone have any we experience with this? Is the airflow adequate in this location?

 

Many thanks,

Nick Wright

N350JD

 

On Sun, Mar 21, 2021, 5:35 PM Mike Dwyer <q200pilot@...> wrote:

Good flight report Sam.  I'm surprised the B2 hangars are all in a nice straight line.  Is to make it easy to bomb them all in one pass?

Time to get back to flying!


Mike Dwyer

 

Q200 Website: http://goo.gl/V8IrJF

 

 

On Sun, Mar 21, 2021 at 5:16 PM Sam Hoskins <sam.hoskins@...> wrote:

After a crazy cold winter it was about time to get in the air again. So I made a day-trip from Carbondale, IL, KMDH to Topeka Billard, KTOP. A gorgeous day, for the 355 mile trip. A nice little tailwind made me scoot along so I made the trip in just two hours. Groundspeed was usually around 180+ kts. I had a great visit with my daughter, grand and great grand kids, then it was back to the airport, all too soon. 

One interesting thing about the route of flight, it takes me directly over Whiteman AFB, the primary base for B-2 bombers. Whiteman is kind of in the middle of Missouri. According to the sectional, the top of their controlled airspace is just 3,400 feet, so going west I was at 4,500 feet and east was 5,500 feet. On one trip I saw a couple of B-2s on the ramp, a few F-16s and some helicopters, but today it was completely empty. It always make me wonder who's watching as I fly over at such a low altitude.   In the photo, you can see the row of the 14 or so B-2 hangars. I try to not make any deviations as I pass over.

The winds on departure at KTOP were around 20 kts, but the takeoff was just fine. Of course with every tailwind there is a corresponding headwind.  Fortunately, the winds aloft had shifted more out of the south and it wasn't too bad, I was still able to make a little better than 150 kts groundspeed and I got back in less than two and a half hours.  There was barely any wind at Carbondale, which I hate. 
I'm not very current and if the guy in the tower was watching, he might have been amused by the number of bounces I made. 

Great trip and it was nice to be back the same day, in time for a couple of cocktails with Sandy.

Sam Hoskins
Q-200




Header tank pressure line

Nick Wright
 

Hello all,

     I saw (forget what website) the header tank pressure line was ran through the NACA opening on the side of a Q200. Does anyone have any we experience with this? Is the airflow adequate in this location?

Many thanks,
Nick Wright
N350JD

On Sun, Mar 21, 2021, 5:35 PM Mike Dwyer <q200pilot@...> wrote:
Good flight report Sam.  I'm surprised the B2 hangars are all in a nice straight line.  Is to make it easy to bomb them all in one pass?
Time to get back to flying!

Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Sun, Mar 21, 2021 at 5:16 PM Sam Hoskins <sam.hoskins@...> wrote:
After a crazy cold winter it was about time to get in the air again. So I made a day-trip from Carbondale, IL, KMDH to Topeka Billard, KTOP. A gorgeous day, for the 355 mile trip. A nice little tailwind made me scoot along so I made the trip in just two hours. Groundspeed was usually around 180+ kts. I had a great visit with my daughter, grand and great grand kids, then it was back to the airport, all too soon. 

One interesting thing about the route of flight, it takes me directly over Whiteman AFB, the primary base for B-2 bombers. Whiteman is kind of in the middle of Missouri. According to the sectional, the top of their controlled airspace is just 3,400 feet, so going west I was at 4,500 feet and east was 5,500 feet. On one trip I saw a couple of B-2s on the ramp, a few F-16s and some helicopters, but today it was completely empty. It always make me wonder who's watching as I fly over at such a low altitude.   In the photo, you can see the row of the 14 or so B-2 hangars. I try to not make any deviations as I pass over.

The winds on departure at KTOP were around 20 kts, but the takeoff was just fine. Of course with every tailwind there is a corresponding headwind.  Fortunately, the winds aloft had shifted more out of the south and it wasn't too bad, I was still able to make a little better than 150 kts groundspeed and I got back in less than two and a half hours.  There was barely any wind at Carbondale, which I hate. 
I'm not very current and if the guy in the tower was watching, he might have been amused by the number of bounces I made. 

Great trip and it was nice to be back the same day, in time for a couple of cocktails with Sandy.

Sam Hoskins
Q-200




Re: Another flight report - Illinois to Kansas

Sam Hoskins
 

Here's a better photo of the AFB base.


Re: Another flight report - Illinois to Kansas

Mike Dwyer
 

Good flight report Sam.  I'm surprised the B2 hangars are all in a nice straight line.  Is to make it easy to bomb them all in one pass?
Time to get back to flying!

Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Sun, Mar 21, 2021 at 5:16 PM Sam Hoskins <sam.hoskins@...> wrote:
After a crazy cold winter it was about time to get in the air again. So I made a day-trip from Carbondale, IL, KMDH to Topeka Billard, KTOP. A gorgeous day, for the 355 mile trip. A nice little tailwind made me scoot along so I made the trip in just two hours. Groundspeed was usually around 180+ kts. I had a great visit with my daughter, grand and great grand kids, then it was back to the airport, all too soon. 

One interesting thing about the route of flight, it takes me directly over Whiteman AFB, the primary base for B-2 bombers. Whiteman is kind of in the middle of Missouri. According to the sectional, the top of their controlled airspace is just 3,400 feet, so going west I was at 4,500 feet and east was 5,500 feet. On one trip I saw a couple of B-2s on the ramp, a few F-16s and some helicopters, but today it was completely empty. It always make me wonder who's watching as I fly over at such a low altitude.   In the photo, you can see the row of the 14 or so B-2 hangars. I try to not make any deviations as I pass over.

The winds on departure at KTOP were around 20 kts, but the takeoff was just fine. Of course with every tailwind there is a corresponding headwind.  Fortunately, the winds aloft had shifted more out of the south and it wasn't too bad, I was still able to make a little better than 150 kts groundspeed and I got back in less than two and a half hours.  There was barely any wind at Carbondale, which I hate. 
I'm not very current and if the guy in the tower was watching, he might have been amused by the number of bounces I made. 

Great trip and it was nice to be back the same day, in time for a couple of cocktails with Sandy.

Sam Hoskins
Q-200




Another flight report - Illinois to Kansas

Sam Hoskins
 

After a crazy cold winter it was about time to get in the air again. So I made a day-trip from Carbondale, IL, KMDH to Topeka Billard, KTOP. A gorgeous day, for the 355 mile trip. A nice little tailwind made me scoot along so I made the trip in just two hours. Groundspeed was usually around 180+ kts. I had a great visit with my daughter, grand and great grand kids, then it was back to the airport, all too soon. 

One interesting thing about the route of flight, it takes me directly over Whiteman AFB, the primary base for B-2 bombers. Whiteman is kind of in the middle of Missouri. According to the sectional, the top of their controlled airspace is just 3,400 feet, so going west I was at 4,500 feet and east was 5,500 feet. On one trip I saw a couple of B-2s on the ramp, a few F-16s and some helicopters, but today it was completely empty. It always make me wonder who's watching as I fly over at such a low altitude.   In the photo, you can see the row of the 14 or so B-2 hangars. I try to not make any deviations as I pass over.

The winds on departure at KTOP were around 20 kts, but the takeoff was just fine. Of course with every tailwind there is a corresponding headwind.  Fortunately, the winds aloft had shifted more out of the south and it wasn't too bad, I was still able to make a little better than 150 kts groundspeed and I got back in less than two and a half hours.  There was barely any wind at Carbondale, which I hate. 
I'm not very current and if the guy in the tower was watching, he might have been amused by the number of bounces I made. 

Great trip and it was nice to be back the same day, in time for a couple of cocktails with Sandy.

Sam Hoskins
Q-200




Re: Throttle RPM Oddity

Corbin <c_geiser@...>
 

Thanks Bruce!  Appreciate that note.  Hope to visit you soon.

Corbin

On Mar 21, 2021, at 12:04 PM, Bruce Crain <jcrain2@...> wrote:

Looks like you’re in the air and on your way!  Way to be vigilant and focused Corbin!  You’ve earned the respect of the QBee tribe for sure!  Gotta see your Q200 someday soon!
Bruce Crain


On Mar 20, 2021, at 9:02 AM, Corbin via groups.io <c_geiser@...> wrote:



[Edited Message Follows]

[edit made]  I have an update to share thanks to Jim Patillo and Mark Summers.  After six laps in the pattern, and switching from ram air to alternate air, it was determined that I get full rpm's at full throttle using alternate air.  That's good news because now it is highly likely that my problem area is that, when using ram air, the butterfly valve is not completely closing off and some of the air is escaping out the alternate air intake.  This would throw off manifold pressure and timing.

By the way, best climb rate touched 2400 ft/min (less than 4kt headwind) at roughly 1000 DA.  And just in the pattern at 1600ft was seeing 177mph TAS.  Can't wait to get the ram air issue resolved and see what speeds I get up around 9-10k ft.
--

Corbin 
N121CG



--

Corbin 
N121CG


Re: FC2 Dimensions

Bruce Crain
 

Mine are about 2” wide and approximately 3” long.  You may need different sizes.  I am trying to remember how I got them aligned with the rudder when it was pinned straight back and then moved right and then left so the rudder pedals/brake assembly wouldn’t touch the firewall.  All of this needs to be set up so that the rudder pedals are even when flying straight.  You can change the lengths at the split line to compensate for lengths needed.  I sandwiched two plates on each cable eye to finish the set up.
Hope that helps.  Use some safety wire perhaps to hold things in place after you swage the eyelets for lengths.
Bruce


On Mar 21, 2021, at 12:18 PM, Tim <timmrlw@...> wrote:

Hi Bruce, The ones at the split of the tail cone. But I have since found the plans I was missing at quickheads.com and just need to have a read through. If you had the figures to hand that would be a good double check, but should be ok...



Re: FC2 Dimensions

Tim
 

Hi Bruce, The ones at the split of the tail cone. But I have since found the plans I was missing at quickheads.com and just need to have a read through. If you had the figures to hand that would be a good double check, but should be ok...


Re: FC2 Dimensions

Bruce Crain
 

Help us out Tim are you referring to the connects at the split line of the tail come or the rudder connects at the bottom of the rudder?  
Bruce 


On Mar 19, 2021, at 4:06 PM, Tim <timmrlw@...> wrote:

I was wondering if anyone has the dimensions for the rudder cable disconnect plates  (FC2) and could let me know?
The plans I have say refer to an annex for a template and ... I have no annex :-(

Thanks, Tim



Re: Throttle RPM Oddity

Bruce Crain
 

Looks like you’re in the air and on your way!  Way to be vigilant and focused Corbin!  You’ve earned the respect of the QBee tribe for sure!  Gotta see your Q200 someday soon!
Bruce Crain


On Mar 20, 2021, at 9:02 AM, Corbin via groups.io <c_geiser@...> wrote:



[Edited Message Follows]

[edit made]  I have an update to share thanks to Jim Patillo and Mark Summers.  After six laps in the pattern, and switching from ram air to alternate air, it was determined that I get full rpm's at full throttle using alternate air.  That's good news because now it is highly likely that my problem area is that, when using ram air, the butterfly valve is not completely closing off and some of the air is escaping out the alternate air intake.  This would throw off manifold pressure and timing.

By the way, best climb rate touched 2400 ft/min (less than 4kt headwind) at roughly 1000 DA.  And just in the pattern at 1600ft was seeing 177mph TAS.  Can't wait to get the ram air issue resolved and see what speeds I get up around 9-10k ft.
--

Corbin 
N121CG



Re: Non-vented Fuel Cap Replacement

Frankenbird Vern
 

 Yup..they have lots of parts on the shelf for the Frankenbird.

Vern 
 

From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Cody <cody.craig1985@...>
Sent: Thursday, March 18, 2021 6:49 PM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Non-vented Fuel Cap Replacement
 
National Aeronautics Parts Association?

On Tue, Mar 16, 2021, 12:45 <smeshno1@...> wrote:

 They have an aviation parts department !!  :-)

 Lowes Aircraft supply.. Experimental Depot too. 

Best part is most of my engine C.I. needs are located over at "Aircraft Zone" who share shelf space with the 
local Auto Zone. 

 Gggg..   


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser=icloud.com@groups.io>
Sent: Tuesday, March 16, 2021 11:29 AM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Non-vented Fuel Cap Replacement
 
Ahh....there’s one close to the airport.  Thanks!

Corbin

On Mar 16, 2021, at 11:19 AM, Phil Lankford via groups.io <britmcman=aol.com@groups.io> wrote:

I found a cap at my local tractor supply. That is a common cap. 

Phil 


On Mar 15, 2021, at 1:55 PM, Mike Steinsland <MIKESKUSTOMS@...> wrote:


Looks like one off a 50 Gal food grade barrel

On Mon, Mar 15, 2021, 4:07 PM Mike Dwyer, <q200pilot@...> wrote:
My cap like this is tan/brown.  I cracked one by over tightening it.  Take the old cap and go see what it fits!
Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Mon, Mar 15, 2021 at 3:17 PM Corbin via groups.io <c_geiser=icloud.com@groups.io> wrote:
I haven't made Sam's modification using the PVC fitting yet so I am curious if anyone knows the source of this fuel cap that I have.  My A&P found a crack in it during my conditional this week (ready to fly now).
<IMG_5968.jpeg>
<IMG_5969.jpeg>

--

Corbin 
N33QR


--

Corbin 
N121CG


Re: Throttle RPM Oddity

Corbin <c_geiser@...>
 
Edited

[edit made]  I have an update to share thanks to Jim Patillo and Mark Summers.  After six laps in the pattern, and switching from ram air to alternate air, it was determined that I get full rpm's at full throttle using alternate air.  That's good news because now it is highly likely that my problem area is that, when using ram air, the butterfly valve is not completely closing off and some of the air is escaping out the alternate air intake.  This would throw off manifold pressure and timing.

By the way, best climb rate touched 2400 ft/min (less than 4kt headwind) at roughly 1000 DA.  And just in the pattern at 1600ft was seeing 177mph TAS.  Can't wait to get the ram air issue resolved and see what speeds I get up around 9-10k ft.
--

Corbin 
N121CG


FC2 Dimensions

Tim
 

I was wondering if anyone has the dimensions for the rudder cable disconnect plates  (FC2) and could let me know?
The plans I have say refer to an annex for a template and ... I have no annex :-(

Thanks, Tim


Re: Non-vented Fuel Cap Replacement

Jay Scheevel
 

Good point Corbin.

You are running fuel injection, so you should  always have pump-pressurized fuel down stream from the tank and upstream from the engine. Many if not all of those who have reported problems due to cap losing seal are running gravity feed systems. A small reduction in tank pressure from a leaking cap may be critical in a gravity feed system, but probably not in one like yours with redundant  pressurized fuel flow. My inclination would be to scrutinize the ignition system first, then have a close look at the injection system. But you probably already thought of this and I am just now catching up with your analysis. Good luck with your testing. Hope you can nail down the gremlin.

Cheers,
Jay


On Mar 19, 2021, at 4:41 AM, Corbin via groups.io <c_geiser@...> wrote:

Well, I considered that but then I always try and predict how the accident report will read.  In other words, if I only put back on the old cap then departed and still didn’t have full power to climb again it might not read well that no other improvements were made.  However, me putting the old cap on and seeing if I get a different result in a static test is a good idea.  

Since some are running vented and non-vented caps I don’t think mine being non-vented is the culprit any longer.

I’ll be out at the hangar today to tinker.

Corbin

On Mar 18, 2021, at 10:48 PM, Jay Scheevel <jay@...> wrote:

Just as a matter of troubleshooting technique. You changed both the cap and added the electronic ignition. Maybe you should try it with the old cap to eliminate the new ignition as the potential cause. Then once you have done that, you will know whether to troubleshoot the new cap as the definite source of the problem. In other words, change one thing at a time. 

Cheers,
Jay


On Mar 18, 2021, at 5:49 PM, Cody <cody.craig1985@...> wrote:


National Aeronautics Parts Association?

On Tue, Mar 16, 2021, 12:45 <smeshno1@...> wrote:
 They have an aviation parts department !!  :-)

 Lowes Aircraft supply.. Experimental Depot too. 

Best part is most of my engine C.I. needs are located over at "Aircraft Zone" who share shelf space with the 
local Auto Zone. 

 Gggg..   


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser=icloud.com@groups.io>
Sent: Tuesday, March 16, 2021 11:29 AM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Non-vented Fuel Cap Replacement
 
Ahh....there’s one close to the airport.  Thanks!

Corbin

On Mar 16, 2021, at 11:19 AM, Phil Lankford via groups.io <britmcman=aol.com@groups.io> wrote:

I found a cap at my local tractor supply. That is a common cap. 

Phil 


On Mar 15, 2021, at 1:55 PM, Mike Steinsland <MIKESKUSTOMS@...> wrote:


Looks like one off a 50 Gal food grade barrel

On Mon, Mar 15, 2021, 4:07 PM Mike Dwyer, <q200pilot@...> wrote:
My cap like this is tan/brown.  I cracked one by over tightening it.  Take the old cap and go see what it fits!
Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Mon, Mar 15, 2021 at 3:17 PM Corbin via groups.io <c_geiser=icloud.com@groups.io> wrote:
I haven't made Sam's modification using the PVC fitting yet so I am curious if anyone knows the source of this fuel cap that I have.  My A&P found a crack in it during my conditional this week (ready to fly now).
<IMG_5968.jpeg>
<IMG_5969.jpeg>

--

Corbin 
N33QR


--

Corbin 
N121CG


--

Corbin 
N121CG


Re: Non-vented Fuel Cap Replacement

Mike Steinsland
 

Good age old advice that we some times need repeated!


On Thu, Mar 18, 2021, 11:48 PM Jay Scheevel, <jay@...> wrote:
Just as a matter of troubleshooting technique. You changed both the cap and added the electronic ignition. Maybe you should try it with the old cap to eliminate the new ignition as the potential cause. Then once you have done that, you will know whether to troubleshoot the new cap as the definite source of the problem. In other words, change one thing at a time. 

Cheers,
Jay


On Mar 18, 2021, at 5:49 PM, Cody <cody.craig1985@...> wrote:


National Aeronautics Parts Association?

On Tue, Mar 16, 2021, 12:45 <smeshno1@...> wrote:
 They have an aviation parts department !!  :-)

 Lowes Aircraft supply.. Experimental Depot too. 

Best part is most of my engine C.I. needs are located over at "Aircraft Zone" who share shelf space with the 
local Auto Zone. 

 Gggg..   


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser=icloud.com@groups.io>
Sent: Tuesday, March 16, 2021 11:29 AM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Non-vented Fuel Cap Replacement
 
Ahh....there’s one close to the airport.  Thanks!

Corbin

On Mar 16, 2021, at 11:19 AM, Phil Lankford via groups.io <britmcman=aol.com@groups.io> wrote:

I found a cap at my local tractor supply. That is a common cap. 

Phil 


On Mar 15, 2021, at 1:55 PM, Mike Steinsland <MIKESKUSTOMS@...> wrote:


Looks like one off a 50 Gal food grade barrel

On Mon, Mar 15, 2021, 4:07 PM Mike Dwyer, <q200pilot@...> wrote:
My cap like this is tan/brown.  I cracked one by over tightening it.  Take the old cap and go see what it fits!
Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Mon, Mar 15, 2021 at 3:17 PM Corbin via groups.io <c_geiser=icloud.com@groups.io> wrote:
I haven't made Sam's modification using the PVC fitting yet so I am curious if anyone knows the source of this fuel cap that I have.  My A&P found a crack in it during my conditional this week (ready to fly now).
<IMG_5968.jpeg>
<IMG_5969.jpeg>

--

Corbin 
N33QR


--

Corbin 
N121CG


Re: Non-vented Fuel Cap Replacement

Mike Dwyer
 

I'd suggest you pressure test your fuel system.  I blew up a small balloon.  Used a rubber band to attach to the fuel ram air vent and the balloon held overnight.  This would confirm your new fuel cap works and that there is no other leak.
Mike Dwyer Q200

On Thu, Mar 18, 2021, 11:48 PM Jay Scheevel <jay@...> wrote:
Just as a matter of troubleshooting technique. You changed both the cap and added the electronic ignition. Maybe you should try it with the old cap to eliminate the new ignition as the potential cause. Then once you have done that, you will know whether to troubleshoot the new cap as the definite source of the problem. In other words, change one thing at a time. 

Cheers,
Jay


On Mar 18, 2021, at 5:49 PM, Cody <cody.craig1985@...> wrote:


National Aeronautics Parts Association?

On Tue, Mar 16, 2021, 12:45 <smeshno1@...> wrote:
 They have an aviation parts department !!  :-)

 Lowes Aircraft supply.. Experimental Depot too. 

Best part is most of my engine C.I. needs are located over at "Aircraft Zone" who share shelf space with the 
local Auto Zone. 

 Gggg..   


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser=icloud.com@groups.io>
Sent: Tuesday, March 16, 2021 11:29 AM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Non-vented Fuel Cap Replacement
 
Ahh....there’s one close to the airport.  Thanks!

Corbin

On Mar 16, 2021, at 11:19 AM, Phil Lankford via groups.io <britmcman=aol.com@groups.io> wrote:

I found a cap at my local tractor supply. That is a common cap. 

Phil 


On Mar 15, 2021, at 1:55 PM, Mike Steinsland <MIKESKUSTOMS@...> wrote:


Looks like one off a 50 Gal food grade barrel

On Mon, Mar 15, 2021, 4:07 PM Mike Dwyer, <q200pilot@...> wrote:
My cap like this is tan/brown.  I cracked one by over tightening it.  Take the old cap and go see what it fits!
Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Mon, Mar 15, 2021 at 3:17 PM Corbin via groups.io <c_geiser=icloud.com@groups.io> wrote:
I haven't made Sam's modification using the PVC fitting yet so I am curious if anyone knows the source of this fuel cap that I have.  My A&P found a crack in it during my conditional this week (ready to fly now).
<IMG_5968.jpeg>
<IMG_5969.jpeg>

--

Corbin 
N33QR


--

Corbin 
N121CG


Re: Non-vented Fuel Cap Replacement

Corbin <c_geiser@...>
 

Well, I considered that but then I always try and predict how the accident report will read.  In other words, if I only put back on the old cap then departed and still didn’t have full power to climb again it might not read well that no other improvements were made.  However, me putting the old cap on and seeing if I get a different result in a static test is a good idea.  

Since some are running vented and non-vented caps I don’t think mine being non-vented is the culprit any longer.

I’ll be out at the hangar today to tinker.

Corbin

On Mar 18, 2021, at 10:48 PM, Jay Scheevel <jay@...> wrote:

Just as a matter of troubleshooting technique. You changed both the cap and added the electronic ignition. Maybe you should try it with the old cap to eliminate the new ignition as the potential cause. Then once you have done that, you will know whether to troubleshoot the new cap as the definite source of the problem. In other words, change one thing at a time. 

Cheers,
Jay


On Mar 18, 2021, at 5:49 PM, Cody <cody.craig1985@...> wrote:


National Aeronautics Parts Association?

On Tue, Mar 16, 2021, 12:45 <smeshno1@...> wrote:
 They have an aviation parts department !!  :-)

 Lowes Aircraft supply.. Experimental Depot too. 

Best part is most of my engine C.I. needs are located over at "Aircraft Zone" who share shelf space with the 
local Auto Zone. 

 Gggg..   


From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Corbin via groups.io <c_geiser=icloud.com@groups.io>
Sent: Tuesday, March 16, 2021 11:29 AM
To: main@q-list.groups.io <main@q-list.groups.io>
Subject: Re: [Q-List] Non-vented Fuel Cap Replacement
 
Ahh....there’s one close to the airport.  Thanks!

Corbin

On Mar 16, 2021, at 11:19 AM, Phil Lankford via groups.io <britmcman=aol.com@groups.io> wrote:

I found a cap at my local tractor supply. That is a common cap. 

Phil 


On Mar 15, 2021, at 1:55 PM, Mike Steinsland <MIKESKUSTOMS@...> wrote:


Looks like one off a 50 Gal food grade barrel

On Mon, Mar 15, 2021, 4:07 PM Mike Dwyer, <q200pilot@...> wrote:
My cap like this is tan/brown.  I cracked one by over tightening it.  Take the old cap and go see what it fits!
Mike Dwyer

Q200 Website: http://goo.gl/V8IrJF


On Mon, Mar 15, 2021 at 3:17 PM Corbin via groups.io <c_geiser=icloud.com@groups.io> wrote:
I haven't made Sam's modification using the PVC fitting yet so I am curious if anyone knows the source of this fuel cap that I have.  My A&P found a crack in it during my conditional this week (ready to fly now).
<IMG_5968.jpeg>
<IMG_5969.jpeg>

--

Corbin 
N33QR


--

Corbin 
N121CG


--

Corbin 
N121CG