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Message
Greetings,
Well, another uneventful
flight today. Temps are still a bit too good, and I need to do my
0-10000 ft climb test to see how much more power I can add.
What? You didn't think I was just going to reduce the cooling did you
:-) There were no leaks of anything, (despite a little negative
G's in a botched roll). I saw no less than 2000 fpm climb
at any altitude up to the max of 6500 ft today. Level at 6500
WOT gave 213 mph on the EM-2, and 200 even on the GPS. This
doesn't mean much, but it sounds good.
I have a little
more understanding perhaps on my fuel transfer issues, and there's a
possibility that it's really not so bad. With all the changing of thrust
angles on the engine, I've had my trim tab screwed up as well, and
it's been on my non-critical list of things to get around to fixing.
Today, I took off with less
fuel in the feed tank than what I had in the non-feed, just so I could play with
the transfer some more. Initially, it seemed like nothing was
happening, and I only showed about 5 gallons in the feed tank, so I
made a turn to head back home. As I did that, I noticed that the
levels were all over the place momentarily (it was about a 3 g
turn <g>). Once I was straight and level heading toward home, I
noticed that the ball was quite a bit to the right, so I added some right
rudder, and the fuel level jumped from about 5 to 11 gallons. I spend the
next few minutes yawing the airplane slightly one way, then the other,
and found that both fuel levels change pretty drastically with
just a bit of yaw. Makes sense of course. I kept the ball
centered for the next few minutes, and noticed a fairly steady rise in fuel
level in the right (feed) tank, and drop in the left. Knowing I had
fuel to play with, I went and "played", and actually quit worrying about
ending up in a field for a while.
I'll tape a trim tab
back on the plane before I go out again, but I'll make sure the ball
is centered when checking the fuel level from now
on.
Cheers,
Rusty
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