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#11
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Well, during the climb at about 8000 ft the engine quit just as if the mixture control had been pulled. Went through all the normal checks but could not get a restart. Notified approach and set up a glide for the nearest airport. At around 4-5K the engine restarted on it's own. I completed a normal landing and thoroughly check the engine over. Everything checked ok and after power checks took off completed the flight. To try to make this short let me just say that in the next couple of months I had 5 or 6 more engine outs all while in a climb at around 6-9 thousand feet. It got so that it didn't even scare me anymore because it would always restart after descending 2-3 thousand feet. It was obvious that it was fuel starvation but why? I went through the service manual and checked everything I could think of. Fuel cap vent, main tank vent behind strut, fuel lines, carb and main fuel strainers, etc. I did the vent checks call out in the manual plus a few more that Cessna engineers wanted after consulting with them. Everything check ok, or so I though. I was at a loss. But one day while I was doing a preflight I happen to pull a little harder than I normally do on the main vent behind the left strut and the vent line popped down. This is the line that makes a 90 degree turn forward to catch ram air to slightly pressurize the tank in flight. I then notice that the paint line where it comes out of the wing was now even with the bottom of the wing. This is where the line was when the aircraft was originally painted. Sure enough the line had been pushed up in the wing, only about a half inch from its original position. I had checked this dimension before but it's very difficult to get an accurate measurement on the centerline at the bend. The moral to the story is that this dimension is critical. The vent is placed behind the strut to minimize the chance of impact icing since it's not heated. Turns out that the strut is somewhat of a airfoil and when the vent is too high above the strut it puts it on the low pressure side during a climb. As I'm sure you know you have to keep increasing the angle of climb at higher altitude to maintain a climb and this puts the vent more into that low pressure region. You reach a point where this actually will start pulling air from the tank and when it reaches a flow that the fuel cap vent cannot match you get negative pressure and engine stoppage. You then drop the nose during the descent putting the vent back in positive pressure and eventually the engine restarts. This is fantastic! And it makes so much sense. An instructor friend gave me an article with detailed drawings on how to position the vent. Mine was correct but I didn't understand (until now) why it was so critical. I would imagine that as the angle of attack would increase, as you say at high altitude, there would be a tendency for a lower pressure area to form above the right cap as well. What do you think? Jim |
#12
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You have a very interesting and plausible explanation. Ours was a
172H and it never did it again as far as I knew (over several years). Didn't the single-tank-above-~8000 fuel placard AD apply only to 172s? I think the concept of a vent problem is better than non-turbulent air. Thanks for the long post! |
#13
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"Ron Natalie" wrote in message om...
wrote in message ... Thanks for the note. I've checked my vent tube and think it's in the right place. My fuel caps are not original and I get a small amount of blue streaking on the right wing aft of the cap. The right cap on a 172 should be vented so that it only vents inward. Those silicone rubber vent valves get old and leak, and will suck fuel out of the tank. You'll see the leaky tank stay full longer than the good one, as the lower pressure holds back the fuel. Cessna won't sell the rubber valve. Got to buy the whole cap. Cheaper than Piper, though. Dan |
#14
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Jim,
You're right, there is always a low pressure on the top side of the wing. This is why a tank will drain so quickly if a fuel cap is left off or lose. That is why the cap is vented in one direction. You want a vacuum is pull air into the tank but don't want air pulled from the tank. Bill This is fantastic! And it makes so much sense. An instructor friend gave me an article with detailed drawings on how to position the vent. Mine was correct but I didn't understand (until now) why it was so critical. I would imagine that as the angle of attack would increase, as you say at high altitude, there would be a tendency for a lower pressure area to form above the right cap as well. What do you think? Jim |
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