Long Distances in Light Aircraft

swisspilot said:
This is done all the time in places where AVGAS it`s not easy available. in the US pilots are spoiled in the rest of the world you will be surprise how hard is it to find AVGAS, in South America sometimes AVGAS is 200 miles away (Asia is probably worst), Jet fuel can be found a lot easier
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Definitely done it in the Caribbean and C. America where 100LL is spotty - even if an airport says it has 100LL, sometimes the attendants decided on an early day... or it's some crazy Latin American holiday that seems to happen every other day.

I've never run a tank dry 'til the engine has actually shut down and needed to relight... it just starts choking and gagging and then just a flip of the valve gets things going again.
 
Has anyone flown a Cherokee Six (or Dakota, etc.) with two mains and two aux tanks?

Let's say you need 10 gallons for reserves.

If you choose NOT to run any tank dry, you'll be landing with 2.5 gallons per tank. That means with perfect fuel management, you'll be on final approach with less than 10 minutes of fuel in the tank you're running on.

Hopefully you didn't miscalculate your fuel burn or tank switch times in the slightest. You might find yourself with a fuel starvation engine failure at a critical time of the flight...close to the ground, trying to land in a crosswind, etc. Could also result in some sputtering close to the ground during a go around when that big engine is sucking down fuel at 20 or 25 gph.

Or you could run the two aux tanks dry at cruise altitude and consolidate your 10 gallons into each of the two mains. In my opinion, this is a much more favorable position to put yourself into. I consider it safer to intentionally run a tank dry at altitude than unintentionally while close to the ground.

I only say it because I've done it.
 
jrh said:
Has anyone flown a Cherokee Six (or Dakota, etc.) with two mains and two aux tanks?

Let's say you need 10 gallons for reserves.

If you choose NOT to run any tank dry, you'll be landing with 2.5 gallons per tank. That means with perfect fuel management, you'll be on final approach with less than 10 minutes of fuel in the tank you're running on.

Hopefully you didn't miscalculate your fuel burn or tank switch times in the slightest. You might find yourself with a fuel starvation engine failure at a critical time of the flight...close to the ground, trying to land in a crosswind, etc. Could also result in some sputtering close to the ground during a go around when that big engine is sucking down fuel at 20 or 25 gph.

Or you could run the two aux tanks dry at cruise altitude and consolidate your 10 gallons into each of the two mains. In my opinion, this is a much more favorable position to put yourself into. I consider it safer to intentionally run a tank dry at altitude than unintentionally while close to the ground.

I only say it because I've done it.
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The aux tanks have their own lines to the engine?
 
jrh said:
Has anyone flown a Cherokee Six (or Dakota, etc.) with two mains and two aux tanks?

Let's say you need 10 gallons for reserves.

If you choose NOT to run any tank dry, you'll be landing with 2.5 gallons per tank. That means with perfect fuel management, you'll be on final approach with less than 10 minutes of fuel in the tank you're running on.

Hopefully you didn't miscalculate your fuel burn or tank switch times in the slightest. You might find yourself with a fuel starvation engine failure at a critical time of the flight...close to the ground, trying to land in a crosswind, etc. Could also result in some sputtering close to the ground during a go around when that big engine is sucking down fuel at 20 or 25 gph.

Or you could run the two aux tanks dry at cruise altitude and consolidate your 10 gallons into each of the two mains. In my opinion, this is a much more favorable position to put yourself into. I consider it safer to intentionally run a tank dry at altitude than unintentionally while close to the ground.

I only say it because I've done it.
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With over 1000hrs in the Cherokee 6 I'd agree with this. In fact, I've done it.

swisspilot said:
The aux tanks have their own lines to the engine?
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No, in the PA32 the tanks run to the selector which then run to the aux fuel pump.
 
Is to run a tank dry/don't run a tank dry going to unseat the high/low wing debate as number 1?

I've purposely run tanks dry several times. The chief reason is to have the most useable when drawing off the low end of the time in tanks. This by having it all in one tank. As far as crud, that's what the filter is for. That plus proper care and maintenance.
 
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