Hi Steve,
Welcome!
Kevin never empties his wing tanks so as to begin using the five or
six gallons (depending on serial number) that the transfer pump and
overflow system keep in the fuselage tank. In the sense that the
fuel in the fuselage tank is always there should he need it, he isn't
"robbing himself".
On the other hand, if your worst fuel burn in the last six months was
4.5 gph, then a mere 2.25 gallons of usable fuel in the fuselage tank
would affords you a full half hour of reliable powered flight
remaining as "reserve" at flight's end. At 100 mph ground speed,
that's fifty miles. To be fifty miles "off" at the end of a three
our flight would seem to require an unusual degree of inattention
from the moment of takeoff. That's why a half hour "reserve" is
deemed adequate for VFR operation under normal conditions. If
operating over water or in rapidly changing weather, more would be
prudent.
My practice has been to:
1. calibrate my tanks and gauges at each annual (usually) so as to
be aware if and when a cork is becoming gasoline-soaked (less buoyant)
2. divide the number of gallons fueled by tach hours (and decimals
thereof) since the previous. (my fuel burn record)
3. For cross-country flight:
a. flight plan assuming 100 mph ground speed to destination or next
fuel stop).
b. pre-select visually confirmable checkpoints approximately an hour
apart
c. pre-select an alternate landing destination an hour
"short" (nearer)
and an hour "long" (further) than my next fuel stop.
d. Compute while en route how much "ahead" or "behind" I am at
each such checkpoint. I thus know well in advance whether
actual
conditions differ enough to warrant changing where I land for
fuel.
If an Ercoupe with 24 gallons usable fuel is thus found to have an
endurance of 5.33 hours (5.03 hours usable landing with a half hour
reserve), the owner that chooses to land every three hours, come what
may, WOULD seem to be "robbing themselves" thusly:
1. Their reasonable operational range is reduced by approximately 40%
2. A tail wind reduces time en route and fuel consumed to a fuel
stop, but
seldom makes possible flying to a further fuel stop (on a
3-hour leg).
3. Performance is reduced at all times and in all weather by
carrying 54 lbs.
of fuel (nine gallons) everywhere that is absolutely without
purpose
from each and every takeoff to each and every landing.
If my bladder limited me to three hour legs, I would prefer to depart
"nine gallons light" and enjoy additional performance. I would
prefer to carry a GPS, a teddy bear or rabbit's foot in place fuel
obviously not needed. Most of us like the comfort of minimum
condensation and so keep our tanks full at all times. Offloading
fuel already in the plane entails considerable inconvenience and
unnecessary risk. I suppose it would be possible to disable one wing
tank, but that's likely not "legal".
In fact, prewar Ercoupes left the factory with only a single nine
gallon wing tank. Pilots of the early 'forties had less original
instruction time, had less horsepower, and flew over a much less
settled country, mostly without radio communication, and certainly
without transponders, ELTs or cell phones. They knew how to extend
range by flying at less power when such was necessary or otherwise to
their advantage. I absolutely refuse to believe today's pilots are
any less capable that take the time to learn and use the Ercoupe's
many advantages and capabilities.
Nonetheless, the "right" choice is the one each of us make...for
ourselves. One size does NOT fit all.
Oh, and the reason you fill the fuselage tank first (if you have
flown the wings dry) is so the quart or so (guesstimate) of fuselage
tank fuel between the overflow inlet and the top of the neck can
drain down via the gravity overflow line(s) before both wing tank(s)
are too full to accept it.
Regards,
WRB
--
On Sep 6, 2010, at 20:59, Pizzo Stephen wrote:
Kevin,
Well, but the literature says to fill the main first then the wing
tanks. Why do you prefer your method instead? And aren't you
"robbing' yourself of those extra five gallons that would have gone
into the main tank?
Steve (the new guy)
On Sep 6, 2010, at 5:52 PM, Kevin wrote:
I never put fuel in the header tank. I burn the mains and leave
the header as reserve so it never need adding to.
Kevin1
