Sender: "Marvin Kaye" <marv@lancaironline.net>
To: lml@lancaironline.net
Date: Sat, 05 Mar 2005 15:29:08 -0500
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From: Lorn H. Olsen <lorn@dynacomm.ws>
Subject: Re: FADEC Rough idle explanation

> From: "Matt Hapgood" <hapgoodm94@alum.darden.edu>
>
> Walter,
> =A0
> You said that "[you] think that a good pilot always knows how much=20
> fuel he has."=A0
> =A0
> I respectfully=A0disagree and I think YOU are on the slippery =
slope.=A0=A0I=20
> think a that a good pilot realizes that he DOESN'T=A0know=A0how much =
fuel=20
> he has, that he MAY have less than he thinks, and therefore plans=20
> conservatively.=A0
> .
> .

Matt,

After 7 years and 1,000 hours of flying my plane, I know how accurate=20
my gauges, sight glasses and flow meter are. I have 43 gallons of fuel.=20=

I have flown several flights of over 1,000 NM and over 5 hours.

I initially plan my long range flights with full fuel that is enough to=20=

be within FAA regulations for the type of flight that I am making. Day=20=

VFR - 30 minutes (I use 45); Night VFR - 45 minutes; IFR - to=20
alternate, if needed, at normal cruse and then 45 minutes.

Flight planning, for all of us, should continue throughout the flight=20
because of changing wind and weather conditions. If there is more=20
headwind than expected, I will slow the plane down (lower the RPM, lean=20=

and if necessary, throttle back) until the GPS and Fuel Flow show that=20=

at least 45 minutes of fuel will be remaining at the end of the flight.=20=

Within the last 45 minutes to 1 hour of the flight, I may increase the=20=

fuel flow (Speed) if the wing tanks have emptied at the expected time=20
and the weather at the destination looks reasonable.

Our planes fly very well at 140 KTS indicated rather than 170. Yes, we=20=

are then slightly slower but we can get quite a bit further.
--
Lorn H. 'Feathers' Olsen, MAA, DynaComm, Corp.
248-345-0500, mailto:lorn@dynacomm.ws
LNC2, O-320-D1F, 1,000 hrs, N31161, Y47, SE Michigan=