Rebel Fuel Management

Legeorgen · Post by **Legeorgen** » Sat Feb 18, 2012 9:53 am

if you have ever had your primer open in flight the engine runs very
rich/rough and not to well. But I guess if you had air in the gascolator it would
suck it out in direct order...very quickly!

Bruce

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Legeorgen · Post by **Legeorgen** » Sat Feb 18, 2012 9:53 am

Ted,

I think a fuel pump is a good idea. They are cheap insurance and weigh only
a few pounds. I installed one and have used it at times.

Bruce

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Ken · Post by **Ken** » Sat Feb 18, 2012 9:53 am

I don't really agree with this part Walter. Yes if you let the aircraft
sit for awhile with the carb disconnected it would probably percolate
air up the line to the closed valve and empty it of fuel. (You don't
have a pump to pull a vacuum on that line so air must percolated up it
for fuel to exit with the valve shutoff). In the couple of seconds
before you open the second tank valve that line will remain full of
fuel. That's why I don't see that it matters where the valves are located.
Ken

Walter Klatt wrote:

snip
Ken, you asked why I thought valves on the bottom would be
better. With the valves up top, if you are not running on both,
and then run one tank dry, both lines will be completely empty of
fuel then, and therefore full of air. Because we rely on gravity
feed, the new tank will not start feeding as quickly because it
has to first fill the line and push out the air through the
gascolator, fuel flow sender (in my case) and then the carb bowl.
But if the valves are at the bottom, then the line with the full
tank will always be full of fuel, so that as soon as you open it,
you will have your full 3 feet of gravity fuel head available
immediately to push fuel through to the carb.
snip

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Walter Klatt · Post by **Walter Klatt** » Sat Feb 18, 2012 9:53 am

Ken, you might be correct, but the key is timing. I don't know
exactly how long it takes for a line to drain 3 feet of head with
the top closed. It might be 2 seconds or quite a bit longer.
These are 3/8 lines, and I suppose one could do a test with a
hose the size, length, and same approximate angles as in the
plane and see.

I do know that when I drained one tank on the ground, I closed
the empty tank fairly soon after I saw the flow stop, probably
within 10 seconds. When I got into the plane, I opened the full
tank, started it up, let it warm up a bit, called the ground
controller and started taxiing, and then it quit. I could not get
it started until I opened the empty tank valve, and then it fired
right up with no further problems. So, in that case, the full
tank line was obviously drained. If the valve was at the bottom,
the full tank line would have started immediately because of the
3 foot head pressure.

The scenario that I can envision in flight when running one tank
dry with top valves is as follows.

When the empty tank gets down to the outlet level, it would
probably start losing pressure in the line as more and more
bubbles start entering the line. At some point there would not be
enough pressure to hold the column of fuel in the other full tank
line and it would also start draining, perhaps slowly at first.
Meanwhile the engine keeps running just fine, because there is
still enough fuel dribbling down the empty tank line, and the
full line is also now draining and perhaps with enough fuel flow
to keep the carb bowl from emptying. Eventually flow will stop to
the carb bowl, and the engine will run for a few more seconds
until the bowl empties. When the engine finally loses power, it
may be possible that both lines would have had enough time to
drain completely, and then you are left with no head pressure
when you first open the full tank top valve. Again, with the
bottom valve, you would always have that 3 foot head pressure
available.

As I said, though, the key is timing, and it all depends how long
it takes for the full line to drain, and just how long this
partial pressure scenario continues while the empty tank is still
dribbling fuel.

Walter

-----Original Message-----
From: mike.davis@dcsol.com
[mailto:mike.davis@dcsol.com]On Behalf Of Ken
Sent: Thursday, December 16, 2004 5:03 AM
To: rebel-builders@dcsol.com
Subject: Re: Rebel Fuel Management

I don't really agree with this part Walter. Yes if you
let the aircraft
sit for awhile with the carb disconnected it would
probably percolate
air up the line to the closed valve and empty it of
fuel. (You don't
have a pump to pull a vacuum on that line so air must
percolated up it
for fuel to exit with the valve shutoff). In the
couple of seconds
before you open the second tank valve that line will
remain full of
fuel. That's why I don't see that it matters where the
valves are located.
Ken

Walter Klatt wrote:

snip
Ken, you asked why I thought valves on the bottom would be
better. With the valves up top, if you are not
running on both,
and then run one tank dry, both lines will be
completely empty of
fuel then, and therefore full of air. Because we rely
on gravity
feed, the new tank will not start feeding as quickly
because it
has to first fill the line and push out the air through the
gascolator, fuel flow sender (in my case) and then
the carb bowl.
But if the valves are at the bottom, then the line
with the full
tank will always be full of fuel, so that as soon as
you open it,
you will have your full 3 feet of gravity fuel head available
immediately to push fuel through to the carb.
snip

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Ken · Post by **Ken** » Sat Feb 18, 2012 9:53 am

Walter
I see your point better now. Draining a tank was easier when we had a
pressure gauge that flickered to confirm an empty tank before the carb
knew about it. I wonder if your flow sensor might give a similar first
indication of a dry tank?
Ken

Walter Klatt wrote:

Ken, you might be correct, but the key is timing.

snip

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WALTER KLATT · Post by **WALTER KLATT** » Sat Feb 18, 2012 9:53 am

You know, I hadn't thought about that, but I bet it would. The flow sensor is accurate to one decimal place, and I usaully run it at 7.5 US g, and it holds that very constantly until something changes, like mixture, throttle, etc. So if there was the slightest drop in fuel flow (maybe not pressure), it should show up immediately.

But I guess I won't know until I try it in the air, and I not planning to do that any time soon. I suppose I could disconnect my fuel line after the sender (which is just before the carb), and try it on the ground to see at what point it shows. That is not an exact simulation of what would happen in flight, but might still tell me something. So if I ever find myself with excess time on my hands, I might just try it some day.

Walter

----- Original Message -----
From: Ken <klehman@albedo.net>
Date: Thursday, December 16, 2004 7:46 am
Subject: Re: Rebel Fuel Management

Walter
I see your point better now. Draining a tank was easier when we
had a
pressure gauge that flickered to confirm an empty tank before the
carb
knew about it. I wonder if your flow sensor might give a similar
first
indication of a dry tank?
Ken

Walter Klatt wrote:

Ken, you might be correct, but the key is timing.

snip

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Bob Patterson · Post by **Bob Patterson** » Sat Feb 18, 2012 9:53 am

Hi Walter !

When I ran the tank dry in flight, I was flying FOKM, with the
O-235. I held the wing up until all the fuel was gone, and the engine
sputtered - then turned off the fuel valve (both the old style, small
ID valves, at the back of the tank). I then reached up & turned on the
other tank, which was about 3/4 full - the engine picked up and ran smoothly,
I let down, and returned home.

This fuel system, at that time, had the sight guage teed into the fuel valve,
as original. It did indeed read lower on one tank than when on both, likely
because the suction of the fuel flow lowered the level in the sight guage.
Maybe it worked for me because the O-235 didn't burn a lot of fuel, and
only needed a small flow ......

Your loss of power in climb, I'm betting, was likely a buildup of carb ice on
the ground - I've experienced that in a Super Cub. The other possibility is
a small vapour lock - I believe I experienced that a few months ago,
ferrying a Rebel home from a bit south of here. It had had some work done on
it in the week before the flight, and the new owner was anxious to get it
home. It was cold & gusty on the ground, took a long time to warm, and I
warmed a bit more than usual, to be safe. Took off and climbed well - until
about 2,000 ft., where power dropped off to about 2000 rpm, with roughness !
Levelled off, throttled back a bit (while eyeballing a quick return to the
airport !) and waited - power gradually returned, and very high CHT's also
dropped. She was running much hotter than normal - maybe because of lean
mixture from ice, or more likely vapour locking.

Subsequent testing of the engine showed the timing was set a long
way off on one mag, and the plugs were changed. This restored completely
normal operation. The timing would have added to the extra heating, on
full power, and likely made vapour locking more likely.

To Others !

I've followed this discussion with interest - goes back to the old days
when folks said you shouldn't have the sight guage connected to the
fuel outlet, because you might suck a bubble of air into the line through
the sight guage. NOW, I hear you've decided that it's SAFER to LEAVE
a valve OPEN on an empty tank, which would definitely be sucking air !!!
Round and round it goes ....

If having the lines and gascolator full of air would stop fuel flow,
then how do you manage to get the gas to run down the line, through
the gascolator, and fill the empty carb bowl THE FIRST TIME YOU
FUEL YOUR NEW REBEL ??? The air in the carb bowl escapes
into the carb jets ...... possibly .... ???!!! ;-) :-) :-)

I always switch tanks in flight, for balance. Because of the old worry about
bubbles, on a looong flight, I'll run the left tank to ALMOST the bottom,
leaving maybe a gallon or 2, then switch to the right. IF I happen to run
the right dry, I've always got a TINY reserve on the left - hopefully enough
for a safe landing. In reality, I've never had to try this, and hope i
never do ! When it's tight for fuel, I always land with BOTH on, and
avoid slips or skids - no flow problems with co-ordinated turns !!

Not to take anything away from all the contributions - we all learn
from kicking things around like this...... but perhaps we're making more
of a problem than really exists. I've flown at least a couple of examples of
every kit Murphy makes, except the JDM-8, and have worked with many
variations of the fuel system - some with return lines, for Subarus, others
with lines that ran foreward from the back of the tank and down the side of
the windshield to the firewall (as the original Rebel prototype), and many
variations on the position of the fuel valves. With all of those - maybe it's
just luck - I've NEVER had a fuel flow problem that caused more than a brief
bit of excitement. And many of those flights involved some very unusual
attitudes, including very steep approaches and climbs, & slips and skids !

I believe, if you just follow the plans, and GET IT FLYING, you'll have
a safe, enjoyable airplane for many years to come !!! :-)

Every time you make a 'custom' addition to a critical system, you add
another possible point of failure, possibly months of extra work, a reduction
in resale value, an extra item for a checklist, and another thing to worry
about. Not to discourage experimentation, or improvement - but the reason
you bought a 'kit', as opposed to scratch building, was to get the benefit of
a proven design that would get you flying quicker ! Customize the seat
cushions and upholstery, and the paint job, and GO FLYING !! :-)

There is NO substitute for being careful, planning your flight, considering
your options, always having an alternative, having enough fuel, and thinking
ahead !!! ;-) :-)

Whew !! Wound up this morning !!

........bobp

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Phil Stubley · Post by **Phil Stubley** » Sat Feb 18, 2012 9:53 am

....

If having the lines and gascolator full of air would stop fuel flow,
then how do you manage to get the gas to run down the line, through
the gascolator, and fill the empty carb bowl THE FIRST TIME YOU
FUEL YOUR NEW REBEL ??? The air in the carb bowl escapes
into the carb jets ...... possibly .... ???!!! ;-) :-) :-)

Bob, just for your info the first time I tried to start my engine I had no
fuel. Couldn't figure out what was wrong at the time, but I opened the
second valve and then it was OK.

I always switch tanks in flight, for balance. Because of the old worry

about

bubbles, on a looong flight, I'll run the left tank to ALMOST the bottom,
leaving maybe a gallon or 2, then switch to the right. IF I happen to run
the right dry, I've always got a TINY reserve on the left - hopefully

enough

for a safe landing. In reality, I've never had to try this, and hope i
never do ! When it's tight for fuel, I always land with BOTH on, and
avoid slips or skids - no flow problems with co-ordinated turns !!

Not to take anything away from all the contributions - we all learn
from kicking things around like this...... but perhaps we're making

more

of a problem than really exists. I've flown at least a couple of examples

of

every kit Murphy makes, except the JDM-8, and have worked with many
variations of the fuel system - some with return lines, for Subarus,

others

with lines that ran foreward from the back of the tank and down the side

of

the windshield to the firewall (as the original Rebel prototype), and many
variations on the position of the fuel valves. With all of those - maybe

it's

just luck - I've NEVER had a fuel flow problem that caused more than a

brief

bit of excitement. And many of those flights involved some very unusual
attitudes, including very steep approaches and climbs, & slips and skids !

I believe, if you just follow the plans, and GET IT FLYING, you'll have
a safe, enjoyable airplane for many years to come !!! :-)

Every time you make a 'custom' addition to a critical system, you add
another possible point of failure, possibly months of extra work, a

reduction

in resale value, an extra item for a checklist, and another thing to

worry

about. Not to discourage experimentation, or improvement - but the reason
you bought a 'kit', as opposed to scratch building, was to get the benefit

of

a proven design that would get you flying quicker ! Customize the seat
cushions and upholstery, and the paint job, and GO FLYING !! :-)

There is NO substitute for being careful, planning your flight,

considering

your options, always having an alternative, having enough fuel, and

thinking

ahead !!! ;-) :-)

Whew !! Wound up this morning !!

........bobp

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Walter Klatt · Post by **Walter Klatt** » Sat Feb 18, 2012 9:53 am

In the end, we have to all decide for ourselves what our fuel
design will be and what procedures to use when flying. And then
we are accountable for our own actions. I think I now have a
better understanding, but each to their own.

What I would recommend though to everyone, is first test on the
ground some of these procedures before you do it in the air.
Specifically, this business of running a tank dry. I do
understand why it worked for Angus, Drew and Phil, but Bob, you
might have been just lucky if you closed your empty one before
opening the full one.

To those that are still unsure, drain one tank on the ground
through your gascolator or just before the carb. Then close the
empty tank (also before closing the fuel drain at the
gascolator), and keep your full tank closed until just before you
start your engine. If you open it sooner, it will of course have
time to fill up the empty line. Then start your engine, taxi a
bit, and try to do a run-up. When your engine quits, try starting
it, but don't use your primer. It might run and quit a few times,
but you will not be able to keep it going. Then open the empty
tank as well, and you will find it start up and stay running
immediately. It may not sound very intuitive, but that is what
happened with mine.

Whatever you do, don't try this in the air until you know how it
works on the ground. That's my advice anyway.

I do agree with Bob, though, that the system is still fine as
designed, and don't take any chances with low fuel and good fuel
management.

Walter

-----Original Message-----
From: mike.davis@dcsol.com
[mailto:mike.davis@dcsol.com]On Behalf Of
Phil Stubley
Sent: Thursday, December 16, 2004 2:01 PM
To: rebel-builders@dcsol.com
Subject: Re: Rebel Fuel Management

....
If having the lines and gascolator full of air
would stop fuel flow,
then how do you manage to get the gas to run down
the line, through
the gascolator, and fill the empty carb bowl THE
FIRST TIME YOU
FUEL YOUR NEW REBEL ??? The air in the carb bowl escapes
into the carb jets ...... possibly .... ???!!!
;-) :-) :-)

Bob, just for your info the first time I tried to
start my engine I had no
fuel. Couldn't figure out what was wrong at the time,
but I opened the
second valve and then it was OK.

I always switch tanks in flight, for balance.
Because of the old worry
about
bubbles, on a looong flight, I'll run the left tank
to ALMOST the bottom,
leaving maybe a gallon or 2, then switch to the
right. IF I happen to run
the right dry, I've always got a TINY reserve on the
left - hopefully
enough
for a safe landing. In reality, I've never had to
try this, and hope i
never do ! When it's tight for fuel, I always
land with BOTH on, and
avoid slips or skids - no flow problems with
co-ordinated turns !!
Not to take anything away from all the
contributions - we all learn
from kicking things around like this...... but
perhaps we're making
more
of a problem than really exists. I've flown at
least a couple of examples
of
every kit Murphy makes, except the JDM-8, and have
worked with many
variations of the fuel system - some with return
lines, for Subarus,
others
with lines that ran foreward from the back of the
tank and down the side
of
the windshield to the firewall (as the original
Rebel prototype), and many
variations on the position of the fuel valves. With
all of those - maybe
it's
just luck - I've NEVER had a fuel flow problem that
caused more than a
brief
bit of excitement. And many of those flights
involved some very unusual
attitudes, including very steep approaches and
climbs, & slips and skids !
I believe, if you just follow the plans, and GET IT
FLYING, you'll have
a safe, enjoyable airplane for many years to come
!!! :-)
Every time you make a 'custom' addition to a
critical system, you add
another possible point of failure, possibly months
of extra work, a
reduction
in resale value, an extra item for a checklist, and
another thing to
worry
about. Not to discourage experimentation, or
improvement - but the reason
you bought a 'kit', as opposed to scratch building,
was to get the benefit
of
a proven design that would get you flying quicker !
Customize the seat
cushions and upholstery, and the paint job, and GO
FLYING !! :-)
There is NO substitute for being careful, planning
your flight,
considering
your options, always having an alternative, having
enough fuel, and
thinking
ahead !!! ;-) :-)

Whew !! Wound up this morning !!

........bobp

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Bob Patterson · Post by **Bob Patterson** » Sat Feb 18, 2012 9:53 am

Thanks Phil !

If my normal switchover doesn't work, you can bet I'll be
trying the "open the empty tank" trick !!! :-)

.........bobp

-------------------------------orig.-------------------------
On Thursday 16 December 2004 05:00 pm, Phil Stubley wrote:

Bob, just for your info the first time I tried to start my engine I had no
fuel. Couldn't figure out what was wrong at the time, but I opened the
second valve and then it was OK.

....

If having the lines and gascolator full of air would stop fuel flow,
then how do you manage to get the gas to run down the line, through
the gascolator, and fill the empty carb bowl THE FIRST TIME YOU
FUEL YOUR NEW REBEL ??? The air in the carb bowl escapes
into the carb jets ...... possibly .... ???!!! ;-) :-) :-)
Bob, just for your info the first time I tried to start my engine I had no
fuel. Couldn't figure out what was wrong at the time, but I opened the
second valve and then it was OK.

I always switch tanks in flight, for balance. Because of the old worry
about

bubbles, on a looong flight, I'll run the left tank to ALMOST the bottom,
leaving maybe a gallon or 2, then switch to the right. IF I happen to
run the right dry, I've always got a TINY reserve on the left - hopefully
enough

for a safe landing. In reality, I've never had to try this, and hope i
never do ! When it's tight for fuel, I always land with BOTH on, and
avoid slips or skids - no flow problems with co-ordinated turns !!

Not to take anything away from all the contributions - we all learn
from kicking things around like this...... but perhaps we're making
more

of a problem than really exists. I've flown at least a couple of
examples
of

every kit Murphy makes, except the JDM-8, and have worked with many
variations of the fuel system - some with return lines, for Subarus,
others

with lines that ran foreward from the back of the tank and down the side
of

the windshield to the firewall (as the original Rebel prototype), and
many variations on the position of the fuel valves. With all of those -
maybe
it's

just luck - I've NEVER had a fuel flow problem that caused more than a
brief

bit of excitement. And many of those flights involved some very unusual
attitudes, including very steep approaches and climbs, & slips and skids
!

I believe, if you just follow the plans, and GET IT FLYING, you'll have
a safe, enjoyable airplane for many years to come !!! :-)

Every time you make a 'custom' addition to a critical system, you add
another possible point of failure, possibly months of extra work, a
reduction

in resale value, an extra item for a checklist, and another thing to
worry

about. Not to discourage experimentation, or improvement - but the
reason you bought a 'kit', as opposed to scratch building, was to get the
benefit
of

a proven design that would get you flying quicker ! Customize the seat
cushions and upholstery, and the paint job, and GO FLYING !! :-)

There is NO substitute for being careful, planning your flight,
considering

your options, always having an alternative, having enough fuel, and
thinking

ahead !!! ;-) :-)

Whew !! Wound up this morning !!

........bobp

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Wayne G. O'Shea · Post by **Wayne G. O'Shea** » Sat Feb 18, 2012 9:53 am

Bob doesn't worry about "sputter"...hes' one of those dang pilots that flies
around without a motor to start with!

Wayne

----- Original Message -----
From: "Bob Patterson" <beep@sympatico.ca>
To: <rebel-builders@dcsol.com>
Sent: Friday, December 17, 2004 10:46 AM
Subject: Re: Rebel Fuel Management

Thanks Phil !

If my normal switchover doesn't work, you can bet I'll be
trying the "open the empty tank" trick !!! :-)

.........bobp

-------------------------------orig.-------------------------
On Thursday 16 December 2004 05:00 pm, Phil Stubley wrote:

Bob, just for your info the first time I tried to start my engine I had

no

fuel. Couldn't figure out what was wrong at the time, but I opened the
second valve and then it was OK.

....

If having the lines and gascolator full of air would stop fuel flow,
then how do you manage to get the gas to run down the line, through
the gascolator, and fill the empty carb bowl THE FIRST TIME YOU
FUEL YOUR NEW REBEL ??? The air in the carb bowl escapes
into the carb jets ...... possibly .... ???!!! ;-) :-) :-)
Bob, just for your info the first time I tried to start my engine I had

no

fuel. Couldn't figure out what was wrong at the time, but I opened the
second valve and then it was OK.

I always switch tanks in flight, for balance. Because of the old

worry

about

bubbles, on a looong flight, I'll run the left tank to ALMOST the

bottom,

leaving maybe a gallon or 2, then switch to the right. IF I happen to
run the right dry, I've always got a TINY reserve on the left -

hopefully

enough

for a safe landing. In reality, I've never had to try this, and

hope i

never do ! When it's tight for fuel, I always land with BOTH on,

and

avoid slips or skids - no flow problems with co-ordinated turns !!

Not to take anything away from all the contributions - we all learn
from kicking things around like this...... but perhaps we're making
more

of a problem than really exists. I've flown at least a couple of
examples
of

every kit Murphy makes, except the JDM-8, and have worked with many
variations of the fuel system - some with return lines, for Subarus,
others

with lines that ran foreward from the back of the tank and down the

side

of

the windshield to the firewall (as the original Rebel prototype), and
many variations on the position of the fuel valves. With all of

those -

maybe
it's

just luck - I've NEVER had a fuel flow problem that caused more than a
brief

bit of excitement. And many of those flights involved some very

unusual

attitudes, including very steep approaches and climbs, & slips and

skids

!

I believe, if you just follow the plans, and GET IT FLYING, you'll

have

a safe, enjoyable airplane for many years to come !!! :-)

Every time you make a 'custom' addition to a critical system, you add
another possible point of failure, possibly months of extra work, a
reduction

in resale value, an extra item for a checklist, and another thing to
worry

about. Not to discourage experimentation, or improvement - but the
reason you bought a 'kit', as opposed to scratch building, was to get

the

benefit
of

a proven design that would get you flying quicker ! Customize the

seat

cushions and upholstery, and the paint job, and GO FLYING !! :-)

There is NO substitute for being careful, planning your flight,
considering

your options, always having an alternative, having enough fuel, and
thinking

ahead !!! ;-) :-)

Whew !! Wound up this morning !!

........bobp

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Reed Britt Civ OO-ALC/MAD · Post by **Reed Britt Civ OO-ALC/MAD** » Sat Feb 18, 2012 9:53 am

Is that part of the "just get it flying" push? Hang a weight on the front
end in lieu of the motor, skip the gas and attendant "sputtering" worries
and just get it flying as a glider to get used to the flight characteristics
- Save time on the panel too - all you need is a piece of string tied to the
wing a hand held radio and a tow release -

Britt

-----Original Message-----
From: Wayne G. O'Shea
Sent: Friday, December 17, 2004 10:35 AM
To: rebel-builders@dcsol.com
Subject: Re: Rebel Fuel Management

Bob doesn't worry about "sputter"...hes' one of those dang pilots that flies
around without a motor to start with!

Wayne

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Walter Klatt · Post by **Walter Klatt** » Sat Feb 18, 2012 9:53 am

Ahh, and maybe that explains why he always wanted to fly at
10,000+ feet, even when we were out of the mountains...

Walter

-----Original Message-----
From: mike.davis@dcsol.com
[mailto:mike.davis@dcsol.com]On Behalf Of
Reed Britt Civ OO-ALC/MADE
Sent: Friday, December 17, 2004 12:59 PM
To: 'rebel-builders@dcsol.com'
Subject: RE: Rebel Fuel Management

Is that part of the "just get it flying" push? Hang a
weight on the front
end in lieu of the motor, skip the gas and attendant
"sputtering" worries
and just get it flying as a glider to get used to the
flight characteristics
- Save time on the panel too - all you need is a piece
of string tied to the
wing a hand held radio and a tow release -

Britt

-----Original Message-----
From: Wayne G. O'Shea
Sent: Friday, December 17, 2004 10:35 AM
To: rebel-builders@dcsol.com
Subject: Re: Rebel Fuel Management

Bob doesn't worry about "sputter"...hes' one of those
dang pilots that flies
around without a motor to start with! Wayne

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Wayne G. O'Shea · Post by **Wayne G. O'Shea** » Sat Feb 18, 2012 9:53 am

That's Bob..still at 1000 feet turning short, short final...but lands on the
numbers!! You only get one shot with a glider and he treats powered stuff
the same way in case the noise maker goes silent!

)

----- Original Message -----
From: "Walter Klatt" <Walter.Klatt@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Friday, December 17, 2004 9:12 PM
Subject: RE: Rebel Fuel Management

Ahh, and maybe that explains why he always wanted to fly at
10,000+ feet, even when we were out of the mountains...

Walter

-----Original Message-----
From: mike.davis@dcsol.com
[mailto:mike.davis@dcsol.com]On Behalf Of
Reed Britt Civ OO-ALC/MADE
Sent: Friday, December 17, 2004 12:59 PM
To: 'rebel-builders@dcsol.com'
Subject: RE: Rebel Fuel Management

Is that part of the "just get it flying" push? Hang a
weight on the front
end in lieu of the motor, skip the gas and attendant
"sputtering" worries
and just get it flying as a glider to get used to the
flight characteristics
- Save time on the panel too - all you need is a piece
of string tied to the
wing a hand held radio and a tow release -

Britt

-----Original Message-----
From: Wayne G. O'Shea
Sent: Friday, December 17, 2004 10:35 AM
To: rebel-builders@dcsol.com
Subject: Re: Rebel Fuel Management

Bob doesn't worry about "sputter"...hes' one of those
dang pilots that flies
around without a motor to start with! Wayne

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Legeorgen · Post by **Legeorgen** » Sat Feb 18, 2012 9:53 am

Yea, nose bleed altitude!

Bruce

Walter wrote:

Ahh, and maybe that explains why he always wanted to fly at
10,000+ feet, even when we were out of the mountains...

Walter

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