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  1. MnAvidFlyer


    Hi Joey,

    I'm interested in the radiator. What are thinking for a price? Do you also have a radiator cap reservoir tank?

    I am not able to pull up your profile page to pm. This message comes up.
    Fatal error: Undefined constant 'IPS\MONTH_DAY_FORMAT' in /home/content/41/11975741/html/system/DateTime/DateTime.php on line 175

    Thanks Brooks

  2. Bandit


    I'd be very cautious of a used 912 unless I knew the engine and owner and he was honest. A lot of 912's have had prop strikes, which means a teardown. and the service advisories may have not been done. Especially the early ones. The NSI/Subaru engines are good engines, just a little on the heavy side for light aircraft.  I, myself, go for the lighter side, from experience a lighter airframe means less power needed, less fuel, better performance and handling. I learned in the age of a map, compass and watch to get from A to B. I understand some need more due to airspace reg's and restricted areas.  I plan on a two stroke engine for my model 2 in the 55 to 85 HP range. And if you spend a little time learning the in's and out's of a 2 stroke, you won't have any problems and a lot more money in your pocket. 95% of all 2 strokes don't fail, they are murdered by their owners!

    To be honest, I like the idea of a Subaru engine that can be rebuilt and or modified by your favorite auto mechanic.  I like the price of Subaru engines, and the fact that they are readily available.

    You usually only see two types of Avids for sale, a speed wing and or a Subaru powered one.

    1 person likes this
  3. FredStork


    Fred

    In your own MK IV, do you have the 2 tanks installed?

    yes I have 2 wing tanks with separate valves and a feedertank with a normally closed vent (only opened to purge air after switching tank after level alert...) 

  4. Buckchop


    The BRS chute i had in my BlackFox was 21.4lbs. And was good for 1050lbs.  Useless dead weight if ur into low and slow flight like me. I pulled mine and for fun set it off in the front yard. Wasnt that much fun tho. Hahahaaaa

    1 person likes this
  5. FredStork


    Jerome, you are probably right, you had 2 possible ways to get air in the tank and yes the ram air in the empty tank might have blocked the flow and air could either get in ther or throught the vent or both... So separate valves for each of the tanks is good idea (it also helps to use only one tank and preserve the other one from eventual ethanol contamination).

    Good luck and fixing the issue and thank you for your consideration. Repair is progressing and I should be flying by end of the month.

    Fred

    1 person likes this
  6. Jeromef


    Fred

    I did read the whole thread about the similar case that happened to Gfry.

    I think that having the header vent closed or open should not make a big difference in a twin tanks system once one of the tanks is empty- because the empty tank gives a direct access to external air in the header tank? (or worse with a forward facing tank vent on the cap will feed air with a positive pressure in the line!)

    By the way, sorry for the trouble with your bird. Hope the repair is in good way!

  7. 1avidflyer


    Real hi tech valves for me...  the snowmobile style ones like Avid supplied with their kits originally.  Look on page 18 of this LEAF catalog.  JImChuk

    onlinecatalog.leadingedgeairfoils.com/18/
     

    1 person likes this
  8. Yamma-Fox


    To each his own, but I like having a valve for each tank, and I only run on one at a time.  I do have the ram air tubes on both gas caps as well, plus the standard Avid aluminum pipe header tank.  I think the low fuel warning is a good idea, although I don't have one.  JImChuk

    Jim what type of valves are you using?

    I think I'd like to run them as well, for several reasons imcluding a fuel leak scenario and I will also be able to test - check my fuel level low system easier.

  9. Bartman1959


    Anyone have any idea how much added weight one of these systems are?  I'm not looking to install one, I'm thinking about buying a plane that has one, but considering removing it if I buy the plane.

     

     

  10. FredStork


    Jerome,

    with the 2 tanks connected through a "Y" the 2 tanks should under normal conditions contain fule to the same level. This is most liekly the situation when yountake the plane out of the hangar. Your problem is that fuel flows easier from the left tank than from the right. In flight you see this as a difference in fuel level between the tanks. But if you land and wait a while they will get to the same level again, right?

    Once one tank is empty it is apparently easier to fill the feedertank with air trough the (left) empty tank or through the vent lione of the feedertank. 2 possibilities, either the outlet, fuel line or eventual filer between the left tank and the feeder tank is partially clogged and therefore slowing the flow or the venbt on the tank is not working as expected. You say "ram air tubes", I assume this to be the classic forward facing tube sticking up into the air flow over the wing. Verify that the vent is not obstructed and if that is not the case modify the position and or length on the tube.

    I recomend installing a fuel warning system in the feedertank and a switch between the left and right tank. But note that this will not resolve your issue, you need to find out why the fuel is flowing too slowly.

    Now we get into the controverial part of the discussion... I recomend closing the vent line on the feedertank. It should be opened only to let air out once the level in the feedertank has gone below the alarm level, then switch tank, open the vent until the alarm stops, i.e. the feedertank is again full of fuel. 
    The reason for this is, as mentionned below and in the other string, that with an obstructed, or partially obstructed, fuel line it will be easier for the fuel pump to suck ion air through the vent (or empty tank) than sucking fuel through an even just partially obstructed line. I.e. the danger of open vent lines (other than on the main tanks...) is that while thye are there to let air out they can just as well let air in. It is better to manually controll the air out.

    And yes, glider pilots, as well as hang and paraglider pilots, have the advantage of always knowing where to land. Saved me when I lost my old 532 in flight...

    Regards

    Fred

    1 person likes this
  11. Jeromef


    In fact, I have the standard Avid header tank installed (I named it "feeder" in my original post), and ram air tubes on both sides. This header tank is installed on the right side, so the tube length to the right tank is shorter than to the left one. I already noticed that the right tank empties a bit faster tan the left one, but I wrongly supposed that normal flow would continue with one tank empty.

    By the way, being a looong time glider pilot, outlanding is quite a common event for me!

    1 person likes this