Steve Pierce
BENEFACTOR
Graham, TX
Anyone know how to contact Alaska SkyCraft? I called their number 907-279-1850 and it says to check my number. No answer to email either.
For just gas, these wing tip options work great: https://flintaero.com If you have a 185 you can use either the internal or the wing extension version. The internals hold one gallon more than they claim and are placarded for.I don't want bigger. I want the 26.5g of gas and a little extra cargo at low/aft cg. Also, will the firmin pods for the PA18 even work for a 180? Do you know of anyone who's successfully done that?
This is interesting. Based upon the many discussions here, it appears that no matter what the members are looking for there is a long or unknown wait period. What is going on? Are the suppliers short handed? Is there an unusually high demand for stuff? There appears to be an unlimited number of excuses. I'm glad I'm not needing anything important to me.Flint was back ordered two years last I talked to them.
Your right questioning the lever arm. When the tanks are full you can notice the weight in the tips. It does fly better when they're empty.I'm not really interested in tip tanks - 95lbs way out on the furthest lever arm away from the fuselage on the wign doesn't sound like the right choice even though I know it's approved. Plus you need a ladder to fill them which kinda sucks, and I may go to floats and WingX some day.
Flint doesn't do gravity feed at all according to their web site - only electric transfer pump.
Yes it is placarded to drain from one tank at a time. ..... I never did, always both together. I wondered why that restriction was in place, perhaps it was to keep the FAA happy? Did they think it would prevent an air bubble from getting in the system to stop the engine? That seems unlikely as they both feed their respective wing tanks and do not feed the engine directly.Yes, draining alternately from each tip is a bit of monkey motion, but it gives you something to do on a looooong cross country.
MTV
[/FONT]flint said:Question[FONT="]: Why can’t I transfer from my Flint Aero aux system to my main tanks while I’m using my mains?[/FONT]
Answer[FONT="]: The short answer is because it’s illegal. When the FAA approved our system, they wanted to isolate it from the engine for added safety. Technically speaking the only real danger is if you have bladder tanks. Our fuel system ties into the fuel line in the door or windshield post with bladder equipped aircraft. Since you are deliberately trying to pump the aux tanks dry you run the risk of introducing air into the fuel line to the engine when the aux tank is empty. Metal tanks aren’t as critical, as the transfer from the aux tanks go directly into your main tanks.
Yes it is placarded to drain from one tank at a time. ..... I never did, always both together. I wondered why that restriction was in place, perhaps it was to keep the FAA happy? Did they think it would prevent an air bubble from getting in the system to stop the engine? That seems unlikely as they both feed their respective wing tanks and do not feed the engine directly.
Yes it is placarded to drain from one tank at a time. ..... I never did, always both together. I wondered why that restriction was in place, perhaps it was to keep the FAA happy? Did they think it would prevent an air bubble from getting in the system to stop the engine? That seems unlikely as they both feed their respective wing tanks and do not feed the engine directly.
Pete,
As you know, it's tough to sample those tips for water, but.....can be done....
...Presumably, while climbing out of the lake, the pilot turned on both transfer pumps, therefore contaminating both main tanks, and shutting down the engine.
...Very often pilots leave those tips empty, then fuel them frequently at a different time and perhaps pump than the mains were filled from.
MTV
Mike,
Is this the Maule accident site you're referring to> https://www.youtube.com/watch?v=NLrh_NO3dXc She was a interesting person to visit with.
Gary
My guess is that you are being specific to when on floats in the first statement, on wheels it is easy- guess that goes for any plane on floats vs wheels, and birds with tips. Well, a beaver tip tanks suck no matter what because you need a ladder when on wheels.
Checking drains on any tip tank requires turning the plane around on the dock, or having a U dock, when on floats.
There are lots of tip tanks in the world, and many stories of contaminated fuel- and it sucks when it happens to you. Bottom line is check the tank's quick drain after you fuel to see what you actually got from the pump! Look at most twin engine fuel systems and you will really get an eye opener on how many ways you can starve the engines, or push bad fuel from one tank to the engines.
As far as climbing out, one good rule is to get above 500' before transferring fuel. At least you will have a few seconds to find the best possible site to put it down.
Beavers, Maule, twins... common theory is to burn out the fuel furthest from center line first, wether direct use or transfer asap. Helps roll rate, less stress on wings especially when you land the plane. Every training I have attended has that suggestion or operational procedure. Not much tip tank use for single engine charter operations, not many trips pay well enough for super long flights.
However, there are lots of specific places, (flights to Katmai) that take all the fuel you can hold, and tips may get used daily. Like all fuel tanks, keeping the quick drain in your pre-flight and an eye on what comes out of them is important.
Soy, does your 180 have extended baggage? Airglas makes a nice one. For most ops it’s more useful than a pod.
........I don't think I can put the Javelin tank in the back any more now that I have the extended baggage. .....