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Hi Guys
Can anyone share some installation pics of the safe air tanks in the rv10 please
Can anyone share some installation pics of the safe air tanks in the rv10 please
His tanks;
http://www.mykitlog.com/users/category.php?user=Rocketman&project=2056&category=9308
Are ER tanks worth the purchase?
my no-reserve endurance is nearly 6 hours, a lot longer than my bladder!
. Being able to have enough fuel for an alternate in IFR, being able to fuel round trip, and being able to "tanker" a bit when I come across good fuel prices are my reasons.
I don't remember just how much weight they added,
I am currently installing these on my 9A. A tight fit, but manageable. My question is about the vent. Did you vent out the bottom of the wing? Couldn't you just curl the tubing as recommended on top of the wing tip tank, then vent inside the wing tip? Seems there must be enough air swirling inside the fiberglass tip to vent. Since there is an electric pump, ram air pressure is not really required. Any thoughts?
Jim, fuel expands a lot as it is warmed. If you're full and the day gets hotter with the airplane sitting there, any fuel that spills out of the vents will run toward the cockpit....dangerous.
Best,
As usual
What's the most G the airframe of the -10 is intended to handle in turbulence and maneuvering?
As usual
I am accustomed to having that 6G figure (9G ultimate) in my head from 20 years of RV-6A ownership. The 10 is not considered aerobatic, and likely rated for lesser loadings. But I can't find that on the Van's website, and I just looked. What's the most G the airframe of the -10 is intended to handle in turbulence and maneuvering?
So the tanks really are for if you often want to do a trip that's more like 5 hours away - assuming your bladder capacity is at least 6 hours (if you need to go to the alternate). OR, if you want to run 75% power ROP at 14 gal/hr. Then, the tanks look attractive.
Not necessarily. If you want to fly to a remote area where there?s no fuel and you don?t want to plan for another stop on the way back just for fuel. 2-1/2 hrs in, and return is not really pushing the bladder?s capability.
Bevan.
For tankering, it's a whole lot more cost effective to just carry 5 gal cans of gas in the cabin. And, remember that just carrying the extra weight around will cost you a bit of extra gas.Or to tanker fuel until you can get to where it is cheaper before re-filling.
Ed Holyoke
Hi Scott,
Since you brought it up...
It really would be good if kit makers (including Van's) would include the category in their spec sheets. I can just about guarantee that there are owners (even builder-owners) out there that don't realize the acro-capable models have lower gross weight ratings for acro.
All it would take is an extra few keystrokes to include the info (fantasy numbers...):
"Gross weight: 5000 lbs (normal category)
4000 lbs (utility category)
3000 lbs (aerobatic category)"
Charlie
Bill,
The 1.5 multiplier is for *ultimate* load (that means permanent distortion/failure).
Bill,
The 1.5 multiplier is for *ultimate* load (that means permanent distortion/failure).
I'm not trying to talk you out of this, if it's what you want. But I don't think you should use the excuse of IFR operations to do it, as long as you're willing to fly LOP. LOP you have nearly 6 hours to empty. That gives you 4 hours to destination, 1 hour to alternate, nearly 1 hour reserve. And, quite honestly, you may well find yourself second guessing things, if an alternate is needed and the nearest one is an hour away. So the tanks really are for if you often want to do a trip that's more like 5 hours away - assuming your bladder capacity is at least 6 hours (if you need to go to the alternate). OR, if you want to run 75% power ROP at 14 gal/hr. Then, the tanks look attractive.
Again, an IFR CFII plane/pilot with a mission profile that makes him a strong advocate of extra fuel. By the way, although he confirms 10.5 gph at 10k and 160 KTAS LOP, he flight plans for 15 gph because of climb fuel requirements, and figures 4 hrs to empty isn't enough to be fully useful in IFR with possible need for an alternate divert plus an hour reserves once he gets to the alternate. Is he too conservative? I don't know, but I respect his decision-making style.
)
Not to mention the fumes themselves. Even if no liquid gets there, the vapor will. Minor arc from strobes powering up, or a loose wire on the transfer pump, etc. Any fumes outside the plane will almost certainly be too lean a mixture to light off, but inside the wing...