Flying Bozo

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About Flying Bozo

  • Rank
    Senior Crew Member
  • Birthday 04/03/1936

Profile Information

  • Gender
    Male
  • Location
    Cottonwood, Arizona
  • Interests
    Places to fly and fly ins
  1. I have a problem with this statement above "to keep the wing with the fuel in a higher position than the wing without the fuel and keep the ball centered." The only way you can have a wing high with the ball centered is to be in a coordinated turn. Otherwise a wing high in straight flight is usually called a forward slip and the ball will be deflected to one side. Therefore in a coordinated turn the fuel doesn't know any different than it would in wings level coordinated flight. As long as you stay coordinated there is no force to cause the fuel to remain inboard against the either sight tube where the fuel tank outlet drain is located just like in wings level flight. Further, the statement "keeping the full side higher will keep that fuel up against the sight tube and pickup (if you stay coordinated)." is incorrect because if you stay coordinated with a wing high you are in a turn. It is impossible to center the ball with a wing high without that resulting-in a coordinated turn. Lets admit that with the ball centered there is no force to move the fuel either inboard or outboard in any bank position, zero to 60 degrees. With the ball centered you are neither skidding nor slipping so there is no side force of any kind. However with the ball away from the fuel will keep the fuel inboard on the high side against the sight tube where the fuel tank drain is located and the engine fed. Consequently, I still am a fan of the last 5 gallons being in one tank only and easily managed with a forward slip, ball away from the fuel. Larry
  2. The comments here are only my opinion and should be taken as such. Remember opinions are like certain body parts, everyone has one. First, I think every CTSW airplane feeds fuel more readily from the left tank than from the right tank. Seems like everyone is sort of in agreement on that and my CTSW is no different. For a while I was gassing only the left tank because the right tank always had a lot more in it than the left on. Then I thought that maybe the gas in the right tank was getting stale so I changed my priorities, fill the right tank first. My opinion on the dissimilar fuel flow has something to do with the venting. I had a similar problem with a Cessna 182 where the right tank would actually stay full until the left tank got considerably lower when fuel selector was in "BOTH" as in the CTSW. The venting on the CTSW must be different causing a lower pressure in the right tank allowing the engine to feed from the left tank. Question?? if you only had 5 gallons remaining in the tanks, (a totally legal condition as only 30 minutes required by FAA reg daytime) where would you want the 5 gallons to be?? 2 1/2 in each tank or all 5 gallons in one tank? Personally I would vote for all 5 gallons in one tank, and it would probably be the right tank. If you would rather have 2 1/2 in each tank then you might be sloshing fuel around unventing either or both of the pickups alternatively and sending some air down to the fuel pump. Even if you held the plane perfectly level ( an impossibility with any turbulence at all) then the fuel would move back and forth on the bottom of the tank. But, with all 5 gallons in one tank I could keep the fuel at the pickup with a slight slip providing positive fuel flow to the engine. Consequently I never try to transfer fuel..(.that is just my personal preference.).. but when getting low on fuel really pay attention to where the fuel is located. Again my opinion when there is plenty of fuel I just don't care if the tanks are not equally level. Ask yourself where you would like the remaining fuel to be when you are low and that is when most attention has to be paid to keeping it showing in the sight tube with a slight forward slip. Larry
  3. Dave, I would not wiggle the rudders. That will alternately un-port the "nipples" on and off giving baby GAS!! and in the plane that is not gasoline. You will be sending air pockets down the fuel line and at some point might actually kill the engine. Just a little steady rudder in the proper direction to keep the fuel against the sight tube. I hesitate to tell you how little fuel I had left one day after a flight when my stickers were in the wrong place when I bought the plane. The plane did just fine since I already knew about keeping the fuel in sight on whichever tank had any in it from other fuel management airplanes. Somebody posted, "If you can see fuel you can use the fuel" and thanks whoever did that post. Saved my BUTT!. Larry
  4. Buckaroo, Think of each tank like a baby bottle. If you don't get the milk to the nipple baby does not eat! Tip up the bottle. Very same thing with your tanks. If you can see fuel in the sight tube the nipple is full and the engine eats. Even if the other side has nothing in the sight tube keep the opposite side showing fuel in that sight tube and the engine eats. I never worry about transferring fuel to another tank, only transferring it to the engine by keeping at least one nipple loaded with fuel at all times, that is what counts. There have been lots of comments about banking..a proper coordinated turn has no effect on the fuel differently than coordinated level wings flight. Only skids or slips have an effect on the location of the existing fuel. And like others have said, you probably have to fly a little uncoordinated when you are really getting down on fuel in order to keep that nipple full on the tank that has fuel in it. And at all costs don't skid a turn or slip in the wrong direction with one tank empty. Always keep that fuel showing in the sight tube but especially when low on fuel. Larry
  5. In the earlier post I was talking about the sticker for fuel being higher than correct. I was wrong, it might be too low and need to be recalibrated because if the sitcker is too low then less actual fuel will read like more fuel. Larry
  6. In the picture of your right fuel gauge it looks to me that the sticker is pasted on higher than it should be. I had that problem because I think that the sticker came off before I owned the plane and when they put it back on they didn't place it correctly. So your 9 gallons in the right take might have only been 5 or 6 but that still does not explain the mystery of the empty indication. You may recalibrate the sticker while you have so little fuel in it and see if it is placed properly Maybe only one piece of the puzzle since still having 5 or 6 should have kept the engine running. When I reglued the sticker I put the 3 gallons in an placed the sticker accordingly. Larry
  7. Tim, I am with you but got tired of arguing. I have 100 bucks in the one I have put together and it works great....FOR FREE.. OK, OK it is not the Holy Grail but sure is a long way from nothing which is what I had before. This thing talks to my EFB and shows all the stuff mentioned above, again for free, not $35 per month. As I stated there are no wires hanging around since it is mounted behind my panel with velcro totally transparent to the pilot or passenger. What a no brainer!. You stuck in there with the argument and made lots of good points. Bravo! Larry
  8. Well GBIGS, as I mentioned it is behind the panel and therefore is not sitting around the cockpit as a portable device. You certainly have a lot of electronic gear in your plane that I do not have so maybe you don't need it at all. Others would only need it if they were lesser equipped like my CT is. So this post probably is of no interest to you since it would only be redundant in your plane. For me it is a very useful tool and anyone else who does not have all the stuff that you do. When I posted that about a year ago I gave the information on putting the kit together for around $100 which I did. Larry.
  9. I have had mine operating in my CT now for about a year since I first posted it as a kit on this forum. It works just great and is totally transparent and requires nothing once you hook it up to power. Mine is behind the panel totally out of sight. You get all that was mentioned above (NEXRAD, Metars, TAFs, pilot reports, ASOS, AWOS, some traffic, TFRs, winds.) ant it comes right into your display. My display is an IFLY 720 but most others will work. All you have to do one time is tell your display to look for the Stratux signal one time and that is it. Five minute old weather??? I think it continually updates!. Larry
  10. Is that 7-- each?
  11. Yoo Hoo, a flight review is actualiy dual and should be logged in the dual column of the log book. FAR ยง61.56(a) states that a flight review consists of a minimum of one hour of flight training and one hour of ground training. ... Flight training to me means DUAL.. Larry
  12. Jim, thanks for the comments on the burping. I do not use that method, I do as I was taught by pulling it through by hand and have done so since I got the plane. It does only take a minute or so. I posted that to see what others were doing and to get comments which are always well thought out and interesting. Larry
  13. They are at the hangar and I will take pictures of them on Sat. morning and post them if that is not too late. They are still mounted with the tires and all in just the way I took them off at 300 hours TT after a new pad replacement. BTW I have the slightly used pads also. You can look at the pictures and make an offer if you are interested. Larry
  14. I tried them and they shot me a similar price which I think was outlandish. Let me know if you need rotors and I think I can help out. I concerted and still have mine in good shape. Larry
  15. Thanks for the quick replys about the burping of the engine. I guess for the most part now I won't do that any more. It always seemed to me to be a lot of stress on the base of the prop blades yanking on each blade 7 or 8 times to make it gurgle. I had thought that the oil sitting in the bottom of the engine would cause damage if not purged to the tank before starting. Larry