September 15, 2021 – I started fuel tank calibration.
I jacked up the tail to level, and started the calibration on the left wing. In hindsight, I kind of did this maybe the hard way, but it worked.
I bought 5 gallons of fuel at a time (my hangar has fuel), and transferred that to a marked 1-gallon jug. I did the Dynon procedure, where you tell it how much is full, then click “Add” every two gallons.
Here’s the screen as fuel got added:
Got to 21 gallons and clicked “Full”. I rebooted the Dynon and got a good reading. Actually it doesn’t read above 15 gallons or so, but that’s a “feature”.
Now to the right wing.
I drained the left tank 5 gallons at a time and started the transfer to the right tank.
Maybe it’s worth noting that the right tank has a flop tube for fuel pickup, which moves the fuel float to the next bay outboard in the tank. As I started filling the right tank, the readings didn’t change.
The first time I tried this, I got to 12 gallons, went around to press “Add” on the screen, and saw that the Dynon system had shed its load because the battery couldn’t keep up. Oh, well, just as well. I really didn’t want to get all the way to 21 gallons with this problem. But the next day I decided to try again. Same problem. I filled up to 21 gallons. The Dynon asked me if I wanted to use that calibration, even though it wasn’t successful. I answered yes, but after I restarted, the right side still showed the annunciator for CAL. My inspection is scheduled, so I asked my DAR as well as the test pilot if this was going to be an issue. They both said no, so I’m going to defer this until after the airplane flies.
I’m assuming I’ll need to pull the tank.
So I drained 10 gallons from the right side, and put them in the left. My test pilot asked for 1/2 tanks for first flight. Oh, by the way, I bought a battery-powered pump from Harbor Freight. Took no time to drain a 5-gallon can.