| The rate at which the fuel may enter the second "regulator chamber" and the "fuel control body" is held to idling rate, causing the carburetor to fill slowly. Since there are no vents in the system beyond the "second regulator chamber," all imprisoned air must escape through the nozzles causing the engine to stop after being started. To eliminate this condition, remove the vent plug from the "second regulator chamber" and operate the electric fuel pump until the fuel is level with the plug opening. Replace the plug. One minute is the usual elapsed time for filling of the carburetor. | |
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(b) STRAINERS AND TANK DRAINS.
1. In the bottom of each tank is a sump fitting in which is installed the tank finger 'strainer, fuel line outlet, and drain plug. All drain plugs incorporate a drain cock for the removal of water. The drain plug is installed directly in the sump fitting in the wing and belly tanks and a remote drain is provided for the fuselage tank. The tank sumps are designed to permit the settling of water to the sump and the removal of this water from the sump without draining the entire tank. Access to the wing tank sumps and drains is through doors in the keel fairing. The drain assembly for the fuselage tank is under the fuselage to the right of the keel fairing and aft of the trailing edge of the wing, and is accessible through a door in the keel fairing. The 52 U. S. gallon (43.3 Imperial gallon) belly tank drain and sump are located in the bottom of the tank.
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| The 75 U. S. gallon (62.5 Imperial gallon) belly tank is not equipped with a sump fitting. | |
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2. Besides the finger strainers in each tank, there is a strainer in the main fuel line between the fuel selector valve and the electric fuel pump. Access to this strainer is gained through a door on the bottom of the exit duct aft of the
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cowl shutters. There is also a strainer in the carburetor.
(c) FUEL SELECTOR VALVE-The fuel selector valve is mounted on a support on the wing match angle near the leading edge and is controlled by a rod through the leading edge to a gear box on the forward left side of the firewall. Another control rod runs from the gear box through the firewall into the cockpit to the indicator plate handle. When the engine is not running, a decided "click" can be heard when the indicating plate is engaged. When the engine is running, this engagement can be felt through the control handle. It is mandatory that the fuel selector valve settings be determined by this "click" or "feel" method and not solely by the position of the control handle pointer in the cockpit. If this precaution is not taken, fuel may flow between tanks, creating a very dangerous condition. Inability to hear the "click" or "feel" the engagement is usually caused by excessive drag in the fuel valve or by interference of the ro& with other parts. Whenever this condition occurs, the control linkage, will be disconnected at the fuel selector valve yoke and both the control linkage and fuel selector valve assembly will be checked for freedom of movement. Drag in the fuel selector valve assembly can be determined by turning the selector valve stem yoke with the fingers.
| | CAUTION: | |
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| Whenever fuel selector valve controls are disconnected or fuel selector valve assemblies are removed or replaced, the reassembly of parts must be carefully checked to insure that the valve ports open to the tank positions indicated by the control handle pointer. | |
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(d) FUEL TANK GAGES.-The wing tank is equipped with a float-type sight-gage mounted in the top of the tank with the dial head protruding through the floor of the cockpit. The fuselage tank is equipped with a General Electric D. C. Selsyn Type gage transmitter, which is connected electrically to a fuel quantity indicator on the instrument board.
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