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>What kind of RPM are you cruising at?
Typically about 5300.
>Are you running any boost at cruise
Good question that I don't really know the answer to :(.
Boost comes automatically with throttle and I tend to concentrate on different inputs depending on which phase of flight I'm in (as you do in IFR). On take-off I'm on the boost gauge. I limit boost to 42 - 44 MAP with throttle. In climb I fly on the temp gauges, probably around 38 MAP. At cruise it's kinda "is what it is" and not very relevant to operations unless it gets out of reasonable range. If I'm cruising at 12,500 I'm probably at around 28 - 30 MAP and there's a bit of boost bringing my MAP up, but I don't know how much. I could calculate it, but haven't. I took a bunch of MAP and OAT readings at various rpm / altitudes, but I don't recall what they were. They should be in my web site somewhere.
>I know you have had enough scares with the fuel system.
of my own making, yes, but I've always had a "spare" fuel system to fall back on and can claim zero glider time. Ed can keep his title. My last episode was caused by filter blockage on one side, made worse by my inadvertently turning off one set of injectors. This is the only way I can explain the doubled rpm indication. Knowing I had minimal fuel in the side that wasn't blocked, had a great controller on my side, and was surrounded by bad weather I decided to get on the ground NOW and didn't pay much attention to solving the problem. Lessons learned - remember to switch tanks every 1/2 hour. Be careful which switches you hit if/when the engine stumbles.
Regards,
John
David Moyer wrote:
What kind of RPM are you cruising at? Are you running any boost at cruise, or just using it more for takeoff and climb. Good plan on keeping at least 5 gallons in each wing. I forget how much unusable fuel is in the tanks, but that would still leave you with some margin. I know you have had enough scares with the fuel system.
Thanks for the info.
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