daily pic

Roger Roger said:
Well, I mean, if I did do that I'm not sure I'd publicly proclaim that I was running tanks dry on 135 legs.
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Nah, they're not dry until the engine actually quits. That was just a hicup.
Also if you're in the -350, you have the fuel pressure lights or whatever they're called up on the glareshield. When one of those flickers you usually have like 2-3 seconds before it sputters, so THAT is when you switch them.
Besides, they don'e burn even enough to have them both do it at the same time, which means you still have another engine. And that's all I ask for every flight - 1 of the 2 engines to keep running and the lifting/control surfaces to stay on. Everything beyond that, I can handle.
 
z987k said:
Nah, they're not dry until the engine actually quits. That was just a hicup.
Also if you're in the -350, you have the fuel pressure lights or whatever they're called up on the glareshield. When one of those flickers you usually have like 2-3 seconds before it sputters, so THAT is when you switch them.
Besides, they don'e burn even enough to have them both do it at the same time, which means you still have another engine. And that's all I ask for every flight - 1 of the 2 engines to keep running and the lifting/control surfaces to stay on. Everything beyond that, I can handle.
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AMF experience? When I was out of OAK, we only had one run that would occasionally necessitate picking up extra gas at one of the stops. I think I ran 2 tanks dry while I was there. You're right- fuel pressure hiccup then engine hiccup. Not a big deal, though I never did it on purpose.
 
Cal Goat said:
AMF experience? When I was out of OAK, we only had one run that would occasionally necessitate picking up extra gas at one of the stops. I think I ran 2 tanks dry while I was there. You're right- fuel pressure hiccup then engine hiccup. Not a big deal, though I never did it on purpose.
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I had a run that was over 5 hours every night. Then another that was over 4. I had to get gas every night, and I would almost always wait for the light. I wanted to know that tank was in fact empty and no longer usable. If fuel started to get close because of missed approaches, I didn't want to be going back to a tank for 10 mins, then back to the mains again while on an approach or whatever.
 
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Drug plane

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Cal Goat said:
AMF experience? When I was out of OAK, we only had one run that would occasionally necessitate picking up extra gas at one of the stops. I think I ran 2 tanks dry while I was there. You're right- fuel pressure hiccup then engine hiccup. Not a big deal, though I never did it on purpose.
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The Coochmonster used to get so mad when I would get 6 gal a side in RDD lol.
 
Roger Roger said:
out of curiosity, what kind of power settings/fuel flows did you run on the -350s?
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I honestly don't recall. They were pretty conservative though. Like 55% of total power I think. And of course the fuel burn number were also conservative, so you always had more than the AMF math said you did.

What was annoying was that our base manager implored us to check our calculated numbers against the amount of gas the rampers put back into the plane at the end of the night. But as I saw it, there were a few issues with that:
- sometimes your plane would be topped off within an inch of the fuel cap and sometimes it would be overflowing out of the top. As someone who spent many years fueling airplanes, I know that can be quite a difference in actual gallons, rendering the whole experiment useless.
- at the end of the day, this guy wasn't going to go to bat for us if something happened, so better to play by the company's rule book than this idiot's "let me share my wisdom with you" BS.
- WHO CARES? AMF didn't pay nearly enough for me to spend an extra minute doing work outside of my required scope. I'll play nice within the rule book so nobody can slap my peepee and tell me I was being dangerous and then I'll go home. By their established metric, I never landed with less than 45 minutes of gas. Anything else that the Cooch had to say about the matter was complete dog crap in my view.
 
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