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  #31  
Old 04-13-2017, 11:47 AM
spatsch spatsch is offline
 
Join Date: Nov 2014
Location: Plano, TX
Posts: 225
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Originally Posted by ChiefPilot View Post
This happens regularly to me when the tanks are at less than 1/2-1/3 full and I do more than 5-6 turns in a spin. I think the fuel simply moves outboard away from the pickups due to centrifugal force.

Same here. I don't have a flop tube. So the fuel gets pushed to the outside which makes the engine quit after a couple of seconds and the prop will stop shortly thereafter. Happens every time. See:

http://www.spatscheck.com/oliver/Spin.mp4

If I counted correctly prop stopped after about 9 turns engine quits a bit sooner then that in that video which is actually surprisingly long considering that the fuel gets pushed outside pretty much right away. So there is quite a bit of fuel in the system.

The only problem with that is that you have to keep the downline after recovery for a while longer before the prop starts spinning again (starts spinning at about 160mph). So the recovery took about 2000 feet compared to a couple hundred feed after a 3 turn spin. Partially due to the recovery taking longer (2 turns or so) but partially also due to keeping the downline a bit longer . Something to keep in mind in case you try.

As for glass. Yes my Dynon starts tumbling after a small number of turns and recovers in a couple of seconds after leveled. Interestingly my GPS (GPS2020) gives up after 20 or so turns. Now I specifically put my GPS in the wing tip so it works during acro and I can go through the sports man routine without loosing GPS coverage or accuracy. So it's not an issue of line of sight. So not sure why that happens. Hope I don't have a loose connector or something... .

Oliver
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  #32  
Old 04-13-2017, 05:54 PM
dutchroll dutchroll is offline
 
Join Date: Jun 2010
Location: Sydney, Australia
Posts: 123
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Originally Posted by ChiefPilot View Post
I've had the Dynon ADAHRS tumble exactly once in IMC, so it is a potential issue. Comparing an experimental ADAHRS unit from any of the manufacturers to the multiply-redundant, tested-to-h**l-and-back certified equipment used on commercial aircraft is a reasonable comparison.
I've had the fully certified standby attitude indicator go irretrievably belly up on a B767, in straight & level flight while still fully powered and with no failure flags.

But of course this is why you have more than a single attitude source, and an independent power supply, whatever aircraft you plan to fly in instrument conditions.
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