My 182-S has no header tank/reservoir as far as I can see visually and in the fuel system diagram in the POH. I see 12 'sump' points in the POH and in inspection of the A/C. Am I missing something? Honest concerned question.
Those were necessary to get every low point that could catch water. Those airplanes don't have the separate fuel tank like the legacy airplanes; the tanks are just sealed-off sections of the wing, the old tank bays, and structural members across the bottom of the tank can catch water and hold it until the airplane bounces around some, dislodging the water and sending it toward the outlets.
There's one in the bottom of the header tank (reservoir), too. On the belly.
There was no header. Seems to me, though, that there might have been a service bulletin to install one. There was such a bulletin for the 172R and early 172S airplanes. The header would be under the floor beneath the copilot's feet. If you pull up the carpet there and see a large rectangular access cover, there it is.
Yeah, I was aware of the reasons for the additional sumps, although the more common thought is that Cessna installed one sump for every one of the lawsuits they lost/paid out over the previous sump design, lol.
As pilots, we manage risk, we don’t eliminate it.
That’s an interesting ratio…or maybe “enlightening” would be a better term.
Cherokees don’t “hide” water…that generally only happens with bladder tanks.
To me, “disservice” implies some intentional short-cutting of the procedure…I’d be more inclined toward just a lack of knowledge and experience.
I’d say it took 7-11 sumps to get to pure fuel, or maybe 6.5-10.5, depending on how much the student had drawn. One hopes that the CFI in question learned from that experience.
side trail question here, but something I've wondered for a while now...
I don’t think I have all the answers, but I also hope the instructor learned from the experience.
Russ Francis was no neophyte, either.
I understand that. I was just speaking to the typical remark people make that McSpadden was one of the safest pilots in the country, that he was the expert on the "impossible turn" and yet this one failed... but if he wasn't flying the plane, those comments are misplaced.Russ Francis was no neophyte, either.
https://www.petaluma360.com/article/sports/former-49er-great-russ-francis-still-flying-high
Yup. There was a reason for the placard on the panel as per the AD, for the airplanes that still had the recessed fuel caps and had enough wrinkling in the bladder to trap three or more ounces of water.
That's a good question and would rather someone more experienced chime in. In my head, you switch tanks and start the fuel flowing. As long as the prop is windmilling, your engine is going to exhaust out the water vapor until it gets enough fuel, air and spark to ignite again. Spark may take a few blade passes to get any water off the plugs, maybe? The tough part is how do you know it is water to wait it out vs the other causes of an inert engine? Best case scenario: you've worked the checklist, picked your landing spot, established best glide windmilling slowly since you pulled your prop lever, and the engine lights up 60 seconds later.
That's exactly what I'd expect.
He was a friend of mine too. Still think about him and that crash a lot. Been 8 years now I think.
One of the most common training airplanes is the 172. There is almost no way to check much in the engine compartment, since the oil filler door is the only access in most (all?) models. It's not realistic to expect a student to decowl the airplane before each flight.
Yes, you are...
I agree, this has always bothered me as well. My hypothesis has always been that since it had been raining and the plane had not moved, he would have been unable to mow the grass under the plane for several weeks. So during preflight, the grass was probably pretty thick (and maybe damp too), making it difficult or at least unenjoyable to get under the middle of the plane to check the sump.
182S has 12.The 172 has 13 sumps.
The 182 only has 12.
So don't listen to the 172 sump discussion.
Water has considerable surface tension. Gasoline has nearly none. The tiny passages inside a carb will resist water flowing through them, which is one reason we take water contamination in fuel so seriously in aviation. A little glug of water could kill that engine dead and keep it dead.
