Sender: "Marvin Kaye" <marv@lancaironline.net>
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Date: Sun, 06 Mar 2005 11:08:37 -0500
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From: W Atkinson <Walter@advancedpilot.com>
Subject: Re: [LML] Re: FADEC Rough idle explanation

Matt:

OK, you'll get the beer.  It has just become clear to me that we are 
talking about two entirely different issues.

I hate trying to communicate over keyboards.

Walter


On Mar 6, 2005, at 9:26 AM, Marvin Kaye wrote:

Posted for "Matt Hapgood" <hapgoodm94@alum.darden.edu>:

  Hi Walter.  I'll take that beer.
   I guess the biggest difference between your situation and mine is:
   1.  My range is rarely limited by fuel (I carry over 5 hours worth) - 
the
  bladder and personal comfort is my limiting range.  If I want to 
increase
  range for a really long flight, I just increase altitude and I can go 
for
  much longer than I care to be in the air (7 hours).
   2.  In a normally aspirated engine, 0.2 GPH is less than the altitude 
change
  from 8,000 to 9,000 feet.  It's so rare I actually get my assigned 
altitude
  that, again, forecasting to 0.2 GPH just doesn't make any sense.  
Instead of
  forecasting an 8.1 GPH burn I'd rather forecast 9 GPH burn.  I still 
carry
  4.5 hours of fuel plus 1 hour reserve (longer than I want to be in the 
air).
  If I need more range, I'll plan a higher altitude - NOT a lower fuel 
burn.
  That's how I'd complete my mission.   Because sure as I forecast 8.1 
GPH and
  take on starting fuel according to that estimate, I'll get assigned a 
lower
  altitude, fight a stronger headwind, or get a screwy routing... all of 
which
  would cause me to SCRUB the mission.
   So as I see it, planning to a much tighter GPH would actually cause 
me to
  scrub more missions than it would enable me to achieve.
   Matt
   (and I said I was done with typing on this subject...).

"""
   I'll bet you that if we could discuss this over a beer, we probably 
don't
  disagree.  Keyboards are a terrible method of communication.  Please 
allow
  me
  to try again.
"""

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