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#41
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Check your gas.
On Dec 1, 2:09 pm, "vaughn"
wrote: "Ken S. Tucker" wrote in ... Well for small a/c (I'm Cessna 152), I fill my own and check for water and of course color. Otherwise, read the meter of the gas input or trust the fella loading you. No way! (I suspect Ken is another who flies about as much as Mx) I don't care if you watched the guy top off your tank and now both guages read full. The wise pilot still visually checks the fuel level before flight (eyeball, finger, or dip stick). While you are at it, make sure that both filler caps are on tight. Every Flight Manual has a fuel consumption rate graph as a function of power/rpm/cruising speed, so at flight planning, a time and range can be estimated that does not rely on the fuel gauge, which is accurate to +/- 10%. I would LOVE to have a Cessna with a fuel guage that was accurate to +/- 10%. On every Cessna I have ever flown, the fuel guages were best described as semi-usless crap. Do I look at them? Yes; because in-flight they are your only direct evidence of remaining fuel. Do I trust them? No! So a cross check of a wrist watch with the fuel gauge is a no-brainer. Cessna's gauges are maybe within 20% if they're working at all. Many of them are out of calibration when we work on them. They're supposed to read Empty when the level is down to the unuseable fuel level, but sometimes they're reading empty long before that. And some won't reach the full mark even when the tanks are full. And there's isn't a lot you can do to fix such problems aside from bending the float wire a bit. And some floats develop leaks that make them ride lower in the fuel and eventually sink. If the float wire stop tabs aren't set properly the float will tap on the tank's top or bottom and get a hole worn in it. Dead gauges are illegal. They're not a deferreable item as some other instruments are. There's a common misconception that they only have to read Empty when the tank is empty, so dead gauges are OK. But if you read the law as it's written, they must be working. Any properly trained pilot knows that you must dip the tanks with a calibrated dipstick before flight. Trusting the fuel delivery guy is making the assumption that you had a certain level before filling. And the dipstick must be calibrated to read empty when the tanks still contain the unuseable fuel specified in the TCDS. Unuseable fuel is more than the fuel in the lines or whatever; it's the fuel that won't reach the tank outlet when the aircraft might be very nose-low (full- flap approach) or in a Vx climb. Many outlets are halfway back along the length of the tank, and all are above the bottom a bit so that dirt and water doesn't get into the system. If your dipstick thinks the bottom of the tank means empty, it's inaccurate. A dead engine on approach is the usual, eventual result. POH fuel consumption figures are predicated on aggressive leaning. Few PPL's I've encountered do that, so the engine is using more than they think. And how many know how much fuel the thing is using in the climb? It's a lot more than cruise figures. As for the most common causes of engine failure, fuel starvation is the second most common. Carburetor ice is the most common, by a wide margin. There's far too little training given on the phenomenon. Dan |
#42
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Check your gas.
On Dec 1, 7:03*pm, Mark wrote:
On Dec 1, 1:16*pm, Jeffrey Bloss wrote: On Mon, 30 Nov 2009 17:00:51 -0800 (PST), Mark wrote: That's what happened to a Beech King Air turbo a couple of weeks ago near me. Ran out of gas, for as yet undetermined reasons. Uh, lessee, engine burn? No Blossom, they took off, and within minutes tried to make it back but failed. The fuel issue is under investigation. Also, you know how you use the little...."LOL" thing in EVERY one of your posts? Thought you might need to know it makes you look like a nutcase. You're welcome. --- Mark Mark, why do you object to him labeling himself "loser on line"? |
#43
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Check your gas.
On Dec 2, 6:08*am, " wrote:
On Nov 30, 9:02*pm, "Flaps_50!" wrote: if the pilot practices his emergency procedures regularly. Since you allegedly fly a plane, when was the last time you practiced your emergency procedures OUTSIDE a simulator? 3 weeks ago. I don't sim -although that might save me $$ -unless I were to pay to use a full cockpit 737 sim! How often do you practice OUTSIDE a simulator to define regularly? Once a day, once a month, once a year? About every 2 months. What about you? Very direct questions above. *Can you give me direct answers? If you are trying to 'prove' I don't fly real planes you should just give up. Cheers |
#44
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Check your gas.
On Dec 2, 7:13*am, Jeffrey Bloss wrote:
On Mon, 30 Nov 2009 19:21:46 -0800 (PST), Flaps_50! wrote: I agree that removing the engine might reduce the probability of a mechanical failure, LOL What does a mechanical failure on a sim have to do with this thread? I've got me a fanboi! Now tell is all what sim is best to run on your install of Ubuntu. Bwhahahhahaha! |
#45
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Check your gas.
On Dec 2, 9:32*am, "vaughn"
wrote: "Flaps_50!" wrote in message ... Seems like glider piloting is a problem (it can't be the iron fairy) or is there another cause? * Measuring accidents on the basis of flight hours does not necessarily give you the whole picture. * If you had ever spent much time at a glider training operation, you *would quickly see part of the difference between power training and glider training, and how the statistics can get skewed when you only look at flight hours. *Glider primary training flights tend to be so short that students traditionally count "flights" rather than "hours". *With gliders or airplanes, accidents happen overwhelmingly on takeoff or landing. * As it turns out, glider students spend a greater percentage of their flight time in those two (statistically more dangerous) phases of flight. I see. Thanks. About how many take off and landings does a student do before first solo? In a powered plane you do about 4 /flight hour in that phase (looking at my log book). My 3 hours solo consolidation logged 17 take off and landings. Is that very different to gliders? Cheers Cheers |
#46
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Check your gas.
On Dec 2, 9:16*am, Jeffrey Bloss wrote:
On Tue, 1 Dec 2009 16:03:18 -0800 (PST), Mark wrote: On Dec 1, 1:16*pm, Jeffrey Bloss wrote: On Mon, 30 Nov 2009 17:00:51 -0800 (PST), Mark wrote: That's what happened to a Beech King Air turbo a couple of weeks ago near me. Ran out of gas, for as yet undetermined reasons. Uh, lessee, engine burn? No Blossom, they took off, and within minutes tried to make it back but failed. The fuel issue is under investigation. Hi, I see your killfile is broken as well along with your ability to comprehend. When did Beech KAs not burn fuel? Duh! When there was none to burn. snicker Also, you know how you use the little...."LOL" thing in EVERY one of your posts? Thought you might need to know it makes you look like a nutcase. You're welcome. --- Mark Thanks. LOL I'm an asshole but I feel in the Xmas mood so............. I have some helpful information for you. There are exactly two categories of people who might read any article I post. The first group comprises those who know I'm a liar, a plagiarist, a fraud and an idiot. I thought we were going to talk about me. Why must everything be about you? My lies and incoherent nonsense just give the first group an opportunity to laugh at me, You're babbling at the mirror again. You should do like me. Read, and listen. If you accidently mispeak and get corrected, which I've not done yet, but when I do... I don't mind saying, "thanks friend". and any of the second group who see that crap will immediately migrate to the first. So we're back to talking about you again. Here's a thought... let us talk about airplanes, and you go far away. If you want to maintain as good an image as possible, your best bet? Oh, so you have image advice for ME? Shut the **** up. "How's that workin' out for ya?"- Dr.Phil --- Mark |
#47
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Check your gas.
On Dec 1, 9:50*pm, a wrote:
On Dec 1, 7:03*pm, Mark wrote: On Dec 1, 1:16*pm, Jeffrey Bloss wrote: On Mon, 30 Nov 2009 17:00:51 -0800 (PST), Mark wrote: That's what happened to a Beech King Air turbo a couple of weeks ago near me. Ran out of gas, for as yet undetermined reasons. Uh, lessee, engine burn? No Blossom, they took off, and within minutes tried to make it back but failed. The fuel issue is under investigation. Also, you know how you use the little...."LOL" thing in EVERY one of your posts? Thought you might need to know it makes you look like a nutcase. You're welcome. --- Mark Mark, why do you object to him labeling himself "loser on line"? Oh, thanks friend. My mistake. I thought he was a lunatic implying laughter in any and every message, irrespective of content or relevance. --- Mark |
#48
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Check your gas.
On Dec 2, 1:33*pm, Mark wrote:
On Dec 1, 9:50*pm, a wrote: On Dec 1, 7:03*pm, Mark wrote: On Dec 1, 1:16*pm, Jeffrey Bloss wrote: On Mon, 30 Nov 2009 17:00:51 -0800 (PST), Mark wrote: That's what happened to a Beech King Air turbo a couple of weeks ago near me. Ran out of gas, for as yet undetermined reasons. Uh, lessee, engine burn? No Blossom, they took off, and within minutes tried to make it back but failed. The fuel issue is under investigation. Also, you know how you use the little...."LOL" thing in EVERY one of your posts? Thought you might need to know it makes you look like a nutcase. You're welcome. --- Mark Mark, why do you object to him labeling himself "loser on line"? Oh, thanks friend. My mistake. I thought he was a lunatic implying laughter in any and every message, irrespective of content or relevance. --- Mark Mark, I think both interpretations are correct. The thought was, we could resort to peer review to figure out which was a better fit, but who other than sock puppets would choose to admit being a peer to JB? A better model would be to think of him on a dissecting table, trying to figure out if there was a physical abnormality that was linked to the psychological one(s). Hmm. "Operation hell, I thought it was an autopsy!" |
#49
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Check your gas.
On Dec 2, 7:14 am, Jeffrey Bloss wrote:
On Tue, 1 Dec 2009 18:47:43 -0800 (PST), wrote: As for the most common causes of engine failure, fuel starvation is the second most common. Carburetor ice is the most common, by a wide margin. There's far too little training given on the phenomenon. Dan What training I received was mainly about how to detect it not how to prevent it, what conditions, what cloud formations, etc etc...that all became self-help and assistance from other pilots. And here's classic proof that the training and understanding is deficient: That carb ice occurs only in or around clouds. Carb ice is a threat anytime there's enough humidity and the temperature is below 100°F. It can occur on a warm summer day. It can occur on a cool day. It can occur on winter days when the temperature is around 0°F. Water can exist as a liquid down to -20°C (-6°F? or so?). The key is the distance between temperature and dewpoint: the closer they are, the larger the likelyhood of carb ice. Checking temp and dewpoint should be mandatory before flight but that sort of training is rare. And then we hear of accidents where the RPM was dropping so the pilot pulled the carb heat, buit them the engine ran rough so they pushed it off again. So the engine iced up and quit. Carb ice melts into water when it's heated, and the engine runs sorta rough on water, see, so you need to leave that carb heat on until things sort themselves out. Sometimes the ice develops to the point that the power drops off so far that there's no more heat in the exhaust and so no carb heat. The airplane is doomed at that point. The mechanics of carb ice are too little understood. The venturi causes a pressure drop in the carb, which causes a temperature drop. The fuel vaporizing in the carb throat absorbs heat from the air as it evaporates, cooling things even further. The temp drop can be as large as 70°F; add that to the freezing point of 32, and we get 102°. Googling "carburetor ice" brings up lots of good stuff. Dan Dan |
#50
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Check your gas.
On Dec 2, 6:03*pm, Jeffrey Bloss wrote:
Oh, so you have image advice for ME? Sure do. Your image is of an Assclown who got his assclown-ass ignored because, well guess what, because everyone knows you're an assclown. I think the people here (except you) are quite nice, and I have no complaints. Most of the posts are informative and appreciated, and my experience here has been a pleasure. And you... Not only do I not know what you're talking about, it's obvious to us all, that you don't either. --- Mark |
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