Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Fri, 04 Mar 2005 13:20:12 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 770234 for lml@lancaironline.net; Fri, 04 Mar 2005 12:51:02 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.208; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d22.mx.aol.com (mail_out_v37_r3.8.) id q.1ab.3380730c (16633) for ; Fri, 4 Mar 2005 12:49:55 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <1ab.3380730c.2f59f9c2@aol.com> X-Original-Date: Fri, 4 Mar 2005 12:49:54 EST Subject: Re: [LML] Re: FADEC Rough idle explanation segued to fuel use. X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1109958594" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1109958594 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 3/4/2005 10:10:37 A.M. Central Standard Time, Walter@advancedpilot.com writes: 1) I know how much fuel my tanks hold (usable) since I've run them dry to find out. One needs to do this in flight to find out. 2) I have verified that my rate of burn is very accurate. It will result in less than 1/2 gallon difference at any fill up. 3) I always plan a one hour reserve. I don't know too many pilots who would chide me as being risky on that count. 4) My on-board totalizer is very accurate. 5) I know within a 1/2 gallon how much fuel is on board before I start the flight. 6) I can check that the fuel burn IS what I think it is by running tanks dry. 7) I cannot recall a flight in the last ten years where the fuel remaining at landing was more than one gallon different than I calculated it would be. Walter, Et Al I almost agree with you completely - Cars - I do know the fuel burn in each because they either have a fuel computer and/or the trip odometer is reset at each fill up. Motorcycle - No gauge, after the yellow light comes on I've got 20 - 40 miles to find a gas station, depending. The trip meter is crucial. Airplane - For planning purposes I make the conservative estimate of 10 gal per hour, 3.5 hours betwixt stops, no wind, with 8 gallons left if I have filled the tanks to their 43 gallon capacity (1/2 inch below the lip). Once in flight, time remaining at the present flow is compared against en route time as calculated by GPS. I don't have to land at the planned site and 3.5 hours is my personal sit time limit. An example of change was a flight from Chicago to Tampa (normally about 5.5 hrs, stop in GA for fuel) flown at 9500 MSL, with a 40-50 Kt tailwind and LOP meant I landed at Tampa in a little under 4 hours with 13 gallons remaining. I know this. My wings can be drained (pumped to header) in level flight down to 1 cup unusable fuel. My carefully baffled header has been flown under normal maneuvers to 2 gallons remaining. By design, it could probably go to 1/2 gallon under coordinated maneuvers. I make it a contest to estimate the fill-up requirement although the EPI 800 system has not been off by more than one gallon. The on-board totalizer is very accurate but is always slightly off by claiming I used more gas than I did. The tank probes are very accurate except that, by design, the gauge indicates zero at less than 2 gallons in any tank. It's OK because an idiot light comes on when the header hits 2 gallons. My automatic system pumps from both wings to keep the header within 1 gal of full. The only time I got nervous was a flight around the east side of a storm (not the brightest idea) and down to 4 gallons remaining. Hey, that's what the reserve is for. BTW, ATC was suggesting slower planes (like C172) land rather than try to beat the storm. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Fair and Balanced Opinions at No Charge! Metaphysical Monologues taken at your own Risk. -------------------------------1109958594 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 3/4/2005 10:10:37 A.M. Central Standard Time,=20 Walter@advancedpilot.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>1) I=20 know how much fuel my tanks hold (usable) since I've run them dry
to f= ind=20 out.  One needs to do this in flight to find out.

2)  I h= ave=20 verified that my rate of burn is very accurate.  It will
result i= n=20 less than 1/2 gallon difference at any fill up.

3) I always plan a=20= one=20 hour reserve.  I don't know too many pilots who
would chide me as= =20 being risky on that count.

4) My on-board totalizer is very=20 accurate.

5) I know within a 1/2 gallon how much fuel is on board=20 before I start
the flight.

6)  I can check that the fuel b= urn=20 IS what I think it is by running
tanks dry.

7)  I cannot=20 recall a flight in the last ten years where the fuel
remaining at land= ing=20 was more than one gallon different than I
calculated it would=20 be.
Walter, Et Al
 
I almost agree with you completely -
 
Cars - I do know the fuel burn in each because they either have a fuel=20 computer and/or the trip odometer is reset at each fill up.
 
Motorcycle - No gauge, after the yellow light comes on I've got 20 - 40= =20 miles to find a gas station, depending.  The trip meter is crucial.
 
Airplane -
 
For planning purposes I make the conservative estimate of 10 gal p= er=20 hour, 3.5 hours betwixt stops, no wind, with 8 gallons left if I have=20 filled the tanks to their 43 gallon capacity (1/2 inch below the lip). = =20 Once in flight, time remaining at the present flow is compared against en ro= ute=20 time as calculated by GPS.  I don't have to land at the planned site an= d=20 3.5 hours is my personal sit time limit.  An example of change was a fl= ight=20 from Chicago to Tampa (normally about 5.5 hrs, stop in GA for fuel) flo= wn=20 at 9500 MSL, with a 40-50 Kt tailwind and LOP meant I landed at Tampa i= n a=20 little under 4 hours with 13 gallons remaining.
 
I know this.  My wings can be drained (pumped to header) in level=20 flight down to 1 cup unusable fuel.  My carefully baffled hea= der=20 has been flown under normal maneuvers to 2 gallons remaining.  By desig= n,=20 it could probably go to 1/2 gallon under coordinated maneuvers.
 
I make it a contest to estimate the fill-up requirement although the EP= I=20 800 system has not been off by more than one gallon.  The on-board=20 totalizer is very accurate but is always slightly off by claiming I used mor= e=20 gas than I did.  The tank probes are very accurate except that, by=20 design, the gauge indicates zero at less than 2 gallons in any tank.&nb= sp;=20 It's OK because an idiot light comes on when the header hits 2=20 gallons.  My automatic system pumps from both wings to keep the header=20 within 1 gal of full.
 
The only time I got nervous was a flight around the east side of a= =20 storm (not the brightest idea) and down to 4 gallons remaining.  H= ey,=20 that's what the reserve is for.  BTW, ATC was suggesting slower planes=20 (like C172) land rather than try to beat the storm.=20
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Fai= r=20 and Balanced Opinions at No Charge!
Metaphysical Monologues taken at your= own=20 Risk.

-------------------------------1109958594--