They wanted to keep fuel in at the root be- cause that is where the fuel pickup was. In the event of a low tank and a skid, it is easy to see how the fuel could.
Food For Thought... Gas Tanks By Marvin V. Hoppenworth, EAA 2519 4975 Kesler Dr., NW., Cedar Rapids, Iowa T SEEMS THAT I\ (h? efforts to create high performIstarvation. ance aircraft we have also created a problem of fuel All too often we hear about an aircraft losing power on take-off only to find the fuel tank was not full and no apparent reason for the engine to cut. This unwelcome phenomenon is brought about in the gravity fuel systems by an element known as acceleration. In our efforts to build high performance aircraft we take a small light weight airplane and put in a little larger engine and hope the added power will make it a real spectacular performer. Let's take for example a 650 lb. biplane and place 125 hp on the nose. Gross weight on this little machine might be about 900 lbs. Then open the throttle on this 125 hp engine and we can get around 530 lbs. of thrust. Thrust can be figured as approximately 4Vi lbs. of thrust per horsepower. At this point we get into what is called acceleration factor. In this case we have an acceleration factor of 53 over 90 and to show this on a graph we draw a 90 on a horizontal pkne and a 53 on a vertical plane. The line that this makes is the way the gas in the tank looks the minute the throttle is opened. Compare this to the common light plane of 65 hp and 1200 lbs. gross. We get 270 Ib3. thrust to 1200 gross weight. An acceleration factor of approximately 28 to 120. Less than Vt com-
pared to well over \z before. So we can see a very r.light incline on our gentle low-powered airplane. Yet most homebuilts have a fuel system in them barely good for more than an acceleration factor of ¥4. On a pull-up it would be very easy to pull the carburetor up above the level of tho fuel in the tank. When this happens even Lycoming and Continental will guarantee engine stoppage.
This system worked very well and could be put to good use in our high-powered homebuilts. Let's face it, this was successful, copy it if it can help us. In the rame principal, we can design our main fuel tanks so that we have this chamber right at the front of the tank. Just make sure we keep the fuel gauge in the other part of the tank and place a hole at the top venting back to the rear section. Then on acceleration the fuel which was in the front area would stay there, and we don't care what happens to the fuel in the rear area, let it go back to the rear corner.
ACCELERATION CHART
-53 28
120
80
It seems the big problem is that the fuel has moved to the rear of the tank, either from acceleration or from excessive climb angle.
As soon as you level off it will come back and
act as a one cell tank again. Construction of this flapper valve is very simple. Cut a hole in the bulkhead and roll the edges forward just as they do on a lightening hole. Sand it off flat with 400 sandpaper and a flat surface. Then make a flapper which may look like a toilet lid and fix it to hang down over the hole in front of the bulkhead. Make sure it fits your hole well and flat. That's all there is to it. The valve will work automatically and readily let fuel into the forward compartment, but will not let it out. If you have a cough or sputter on take-off or climb, this may be worth thinking about. *
Now for a solution to this problem, to get the fuel at
the front of the tank to stay there and help maintain a head of gravity pressure. Let's look at a system which wa> used very successfully on the wing tanks of the old Stinsons. They wanted to keep fuel in at the root because that is where the fuel pickup was. In the event of a low tank and a skid, it is easy to see how the fuel could run outboard and starve the engine. Stinson took a bulkhead close to the root end and made it tight except for
about a one inch hole near the center and at the bottom. Then on the inboard side they hinged a little aluminum
flap to act as a check valve. This valve actually allowed the small inboard chamber to take fuel from the outboard cell but would not let it go back. In-flight motion could keep this small area almost full at all times. 30
might be about 900 Ibs. Then open the throttle on this. 125 hp engine and we can get around 530 Ibs. of thrust. Thrust can be figured as approximately 4>/4 Ibs.
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