Idk crazy shit can happen like microbursts. Prolonged stalls or spins might also do it kill the engine with the pump off.The fuel pump also probably increases fuel pressure so If an injector/line is semi clogged or the engine is running rough it might get you to an airport.
The Piper at 1:08 crashed in 2018 because its wing fell off, killing student pilot Zachary Capra and FAA examiner John Azma. As a result of this crash, Embry Riddle now only uses Cessna 172s and Diamond twins.
Thanks, this complements very well what I'm being taught in my flight school. Just one question: Id I'm not mistaken, the fuel exit from the tank to the exit it's not on the tank's lowest point, but a little bit above that. Why is it ?
G'day. I'm reading directly from by textbook here... """In most fuel systems the outlet pipe which carries fuel to the engine stands above the bottom of the tank. This arrangement is called a stand pipe, and it ensures that some unusable fuel will remain in the tank to ACCOMMODATE any CONTAMINATION that may be introduced into the system. """ Hope that helped :)
I don't know how many other students do this but I was always taught to use the fuel sump before checking the fuel quantity, so you can pour the sampled fuel back in, just saving that little bit of $$ :)
You said we use fuel primer to inject the fuel staight into the cylinder prior to engine start. Beforehand sorry for possibly stupid question, but what happens when we do not use fuel primer? As far as I know, the fuel in all cases is injected straight into the cylinder. Where is the difference and how does fuel primer help during cold operations?
Well, without using a primer you may not get a successful start up of the engine eg. the engine will be less prone to firing. And during cold operations because of the more dense air, the ratio of air to fuel is greatly increased and you'll need more fuel in each cylinder for effective combustion to take place to fire the engine.
Only in fuel injected engines is the fuel injected straight into the cylinder, in carburetted engines it is atomised and mixed with air upstream of the cylinders and enters them through the intake valve
You want to drain enough fuel to be able to clearly see any water and verify the correct fuel type was used. If you put the fuel back in the tank, you have nothing to loose and everything to gain. Don't be shy!
Thanks for commenting back! With that being said, I haven't flown anything newer than a 1985! Just wanted to share my experience in case there were some student/private pilots watching that may have experienced the same!
In level cruise flight of most aircraft, one tank drains quicker than the other. This also causes a weight imbalance for the aircraft affecting control. So, during flights exceeding 1 hour, the pilot will switch tanks for a period of time to keep these balanced as much as possible. Large transport jets have a computer based fuel system (I believe) which does the same thing automatically. For takeoffs and landings, the selector must be in the "Both" position and most definitely if the pilot is practicing steep turns and other such movements when the wings are not level or for AG spraying (Low altitudes). Many pilots have died for not managing fuel carefully.
where's the ejector seat tho? im new to planes.. like, what if your passenger says "i put the milk in the bowl first, THEN i add the cereal" and you cannot find the ejection button to get that psycho out of your plane?! is there a self destruct button, perhaps?
