For those that think that the Airvan is a piece of cake to fly etc etc, how do you get fuel from the left tank into the right? (without looking at the POH)

I recall several months ago when I had a chance to look through the GA10.

The test pilot stated the FAA certified GA8 doesn't have this "emergency" restriction, and found it rather ridiculous that the same machine can operate balls to the wall with no restrictions alongside our own CASA certified machines.

With jerry cans?

I thought there were one way valves in the fuel system, and parking on a slope doesn't flow left to right or vice versa. Pretty sure you can't, stand to be corrected though.

You can get the engine to use left or right tanks by rolling the aircraft in the direction that means one of the fuel floats goes up, closes the fuel off for the side you don't want to use while simultaneously dropping the other fuel float and opening that valve. Which way do you roll? All GA drivers would know I'd say...

Lumps

:ok: On all accounts

I just now realised who you are (I think) and in that case you have done well in remembering things…… did you remember offering some low level low speed training one day?

:ok:

You are correct.... and my question was somewhat poorly worded.

I saw the under seat fuel assemblies being assembled in a home garage in Stratford and was advised that the feeds are opposite, so left wing down will feed from the left wing ;)

I checked another two manuals this morning (serials 023 from 2002 and 202 from just last year) and still came up with nothing.

But then, we don't have the emergency power gate.

I don't suppose it could be a CASA imposed limitation that somehow is not in the manuals of aircraft operated outside of Australia? Though that seems like a lot of effort.

I remember doing a demo flight with GA's David Wheatland a few years back now. If I recall that aircraft had the "Gate" on the prop lever. I was told the "Gate" was, as Jaba says, for noise abatement.

I couldn't help thinking that if it were my aircraft that "Gate" would be removed, I didn't see any point in restricting the aircrafts performance.

To be fair though as silly as the idea of the gate sounds, it's probably the only way to meet noise level requirements for certification in some jurisdictions. They only worry about the peak noise, not how long it goes for.

I think PAC had to go to a four bladed prop for noise requirements for the 750 XL sold in some parts of Europe. These weren't certification requirements but airfield requirements where there were cumulative daily decibel limits. e.g. you could have 1 take off at 100 decibels or 5 take offs at 20 decibels.

AFAIK the gate was for put in place to meet Eurotrash requirements in particular. By saying anything above 2500RPM is for abnormal situations only, they met the noise targets. Obviously the difference in take-off performance wasn't big enough for them to worry about and it was easier to just make it standard across all Airvans. It's sometimes a drag when some of the more observant pax notice you position the lever in the emergency position and you feel the need to go through the rigmarole of explaining that its basically just a sticker. Sometimes you get the vibe that theyre thinking to themselves 'righto this pilot knows too much for his own good'.

Might be mistaken there but I forgive you

Left wing low