So I call Ft. Cambell approach and get cleared back down to 3000 into VMC conditions. Just after the descent the cabin filled with the nasty smell of mogas. Now I'm thinking that the carb bowl has loosened up and fuel is spilling into the engine bay. The smell does not dissipate and the ceiling continues to lower as we get close to Madisonville KY, so I terminate the flight here in a howling NW wind...direct crosswind.
An inspection of the engine bay reveals no fuel leaks, but on the back of my plane I see the problem. During the abrupt descent out of the clouds with nearly full tanks, fuel ported overboard from the gooseneck. Had fuel stains all over the top of the ship and some must have leaked into a seam and filled the cabin with the nasty smell. Must have lost a heck of a lot out of the gooseneck as my fuel burn figure for that leg was around 11 GPH when it was around 8.5 GPH for other segments. Once fuel starts out of the gooseneck, with vented caps, can a siphon action set up where fuel continues to pour out of the gooseneck in level flight???
At any rate, shortly after landing in Madisonville KY, the backwash around the NE moving low pressure center brought in quite a snow storm and we ended up putting the bird in a heated hangar for the night, went to Crackerbarrel for a big lunch, and then to the Best Western for the night. The trip was completed the next day with no major problems except the horrible low level winds from the NW setting up quite a mountain wave effect over the Appalacians. Could not make 9000 to stay on top, so settled for 8000 and punched through a couple of the big "mountain wave" cloud banks. Pickup up a bit more ice, but after exiting the second wave cloud bank, the Shenandoah Valley appeared before us with great VMC conditions all the way to the ground. Cancelled IFR with Potomac and headed for New Market. Took two tries to get down in a blazing crosswind, but we were glad to get the trip finished and the ship put back in our hangar.
This is our last cross country trip until good flying weather returns with no chance of icing. I guess I have to face the fact that the 170 is just not going to be the most appropriate family traveling machine. The 180 would have had enough power to provide a bit of safety margin, but then in the same price class as the 180 are earlier Piper Arrows and Commanches along with Mooneys...all with much more speed and comfort. Problem is the tailwheel is in the wrong place...but since it can be retracted in flight it will be out of site.
So...are there any answers for my questions of venturi ice and fuel venting. Are there others that have purhased a 170 thinking it might be a good family machine and found it came up short? If so what are the mods that would make the 170 a good cross country machine. I have the IO-360 and instrument panel conversions under consideration, but after all that is done....I've spent enough money to get a slick Commanche or Arrow. Dilemma Dilemma. Or I can just stick to Spring, Summer, and Fall flying in primarily VFR conditions, and save the Winter season for aircraft MX and upgrade work.
![Confused :?](./images/smilies/icon_confused.gif)