Message-ID: <002f01c0ffa5$89766ba0$a76b1b3f@F.Schaefer>
Reply-To: "dfs" <dfs@gateway.net>
Reply-To: lancair.list@olsusa.com
From: "dfs" <dfs@gateway.net>
To: "Lancair list" <lancair.list@olsusa.com>
Subject: Re: Useable fuel
Date: Thu, 28 Jun 2001 00:39:58 -0700
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I'm weighing in on Pat Halloran's side here regarding having a header tank
with sight gauge. I have a visual method of detecting when a wing tank pumps
dry, I always keep my header tank full (in case both transfer pumps fail -
they are in series and both pump from the selected tank) and I've always
taken Mike DeHate's advice to be in a terminal area, or damn close,  when
I'm down to the header tank. Sure it cuts down the ultimate range - my
header holds 11 gallons, measured, of the 33 I can put on board - but so
what?

I get close to a three hour leg before needing to land to refuel and my
bladder won't go much beyond that anyway (and as I accumulate the hours [on
the old bod, that is] that time is getting shorter all the time).

And yes, I've taken the trouble to run out the header tank (on the ground,
equivalent to level flight) to determine how much was really available of
the 11 gallons. In fact, I've bypassed the engine pump to see if the header
had enough head pressure to allow the engine to continue to run following a
pump failure. It will, but at a reduced power setting that will keep my
early LNC2 flying, just not enough to climb. Nice to know - what will yours
do in this situation?

Dan Schaefer

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