We're working on the Moose and we just started to put the extensions on
the rear spar and realized that they are longer than the main spar by
about 6 inches and that we can only put 4 rows of evenly spaced rivets
on the overlap versus the 5 shown in the manual.
Is this correct or have we done something wrong in doing the extensions?
It would be nice to be able to find an overall diagram with dimensions
in the manual to provide some reference.
Thanks
Jim
SR083Moose
Ted Hauri wrote:
I took the Champ up one fine day in Winter a couple of years ago. I landed at Hampton (grass field) and when I left about a half hour later, I had to wait awhile before the runway was clear for takeoff. There was a lot of ice in the taxi area, so while I waited I ran around 1200 RPM, and because of the ice I didn't do a runup. I barely cleared the trees (lucky for me the air was cold), and as I limped around the pattern tried carb heat to no avail. But it was carb ice. Ten minutes on the ground and the radiant heat from the engine melted the ice. I taxied with carb heat to takeoff, and had no problems that time.
-------------- Original message from Walter Klatt <Walter.Klatt@shaw.ca>: --------------
Went flying this weekend and had some fuel management issues that
I still don't totally understand, so thought I would share with
the group, as it might affect you one day, too.
Usually in the winter, I transition from mogas to avgas, and was
last flying with one tank avgas and using up the last of the
mogas in the other. Anyway, I didn't get it quite empty on my
previous flight, so decided to drain the last of it (only 2 gal
left) through my gascolator, so I could fill up that tank, too,
with pure avgas.
While draining the mogas tank, I, of course, closed the other
avgas tank fuel valve. When finished, I closed the empty tank
valve and opened the other avgas tank again, and started the
engine to go fuel up my empty tank at the pumps. The engine
started fine, and I began my taxi. Well, I barely got going when
the engine quit. And I could not start it, no matter what. It
fired up a couple of times, but would not continue running. I
then opened up the closed empty tank, and after a short wait
(maybe 20 seconds) I then started and was able to continue on to
the fuel pump without further interruption.
This has actually happened to me before, while still on the
ground, with similar circumstances after draining a tank, but
wasn't exactly sure if it was a fluke or what. The fact that it
happened again, makes me very leery of ever running one tank dry
in the air. The tank that I switched to had exactly 15 US g, so
it wasn't anywhere near empty. What was interesting is that I
couldn't get the engine started until I opened the other empty
tank. So my theory is, it allowed the air to escape up there, and
then the fuel was able to flow freely from the full tank. My
tanks are plumbed so that the shut off valves are up top at the
tank outlets, and the lines are not tee'd together until just
before the gascolator on the firewall. I also have a fuel flow
sender that is on the output of the gascolator, that I believe
costs at most 0.5 PSI to operate. No fuel pumps, just gravity
feed.
Anyway, I think I have heard Bob P say, and maybe others that
they have run one tank dry in the air, and no problem. So my
question is, how exactly did you do that and exactly how low was
the fuel in the new tank? As I said, mine was 15 g, and it still
didn't start. When you opened the good tank, did you first close
the empty tank, or was it still open? I am just wondering what is
the better procedure. From my ground experience, it would seem
that it is better to leave the empty tank open until the engine
is running fine on the new tank.
I often fly with one tank, and switch tanks in flight, but have
never run one dry. When I do get low in one tank, as I did in my
previous flight (only 2 gal left) I switch to both before
landing, or when I am not over water. So I would like to
understand this better before I try running one tank completely
dry.
OK, that was one fuel issue. On the same day, when I took off,
after fuelling, I had another, that may or may not be related.
Here is what happened. I did my run-up, with both tanks now open,
and proceeded to the runway, but had to hold about 5 minutes
while other planes landed, and another ahead of me waited his
turn also. It's not normally that busy here, but it was a rare
nice day, and of course everybody decided to go flying. Anyway,
right after take-off, I noticed my rpm fluctuate and drop to low
2400's and even into the 2300's for a couple of seconds. I didn't
notice that it ran rough, just not full power. I climbed to about
300 feet and then abandoned our noise abatement path and started
a left turn so I could catch the crosswind grass runway if I had
to. It continued to climb though, and then resumed its usual
climb rpm of 2550, and ran just fine after that. The rest of my
flying that day was uneventful, but needless to say, I wasn't
happy with what happened.
I have a couple of theories on this last issue. One is that I
still may have had some air in my lines after bringing the second
tank online after fuelling. My run-ups are only at 1800 rpm
because of my amphib brakes. The other is that I may have got
some carb ice after sitting at idle so long waiting for my turn
to take off. OAT on the ground at that time was about 5 C (40F).
Or maybe my plugs fouled up a bit with lead with the long idle.
Any thoughts? I don't like mysteries of this kind.
Walter
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