PA28-161 Warrior II Fuel Burn for Start Up, Taxi and Power Checks
Thread Starter
Joined: Feb 2012
Posts: 8
Likes: 0
From: UK
PA28-161 Warrior II Fuel Burn for Start Up, Taxi and Power Checks
Hi everybody,
Apologies if this thread has been started before. I cant seem the find out how much fuel is burnt for start up, taxi and run up in the aircraft's POH. I normally allocated around 15 mins for taxi time and was wondering what figures people use for fuel management?
Many Thanks
Nickilaa
Apologies if this thread has been started before. I cant seem the find out how much fuel is burnt for start up, taxi and run up in the aircraft's POH. I normally allocated around 15 mins for taxi time and was wondering what figures people use for fuel management?
Many Thanks
Nickilaa
Joined: Mar 2007
Posts: 320
Likes: 0
From: London
My POH for the Warrior II 161 allows 7lbs of fuel for "Engine start, taxi and run up" (Section 6.7, Weight and Balance).
7.2lbs is an Imperial Gallon, so that's about 1 Gallon or 4.5 litres.
I know from records that my Warrior uses about 28 litres per hour of engine time (don't use that figure for flight planning!), so 4.5 litres is just short of 10 minutes but probably much more in reality as that 28l/hour figure is based on the engine running much harder for most of the hour.
7.2lbs is an Imperial Gallon, so that's about 1 Gallon or 4.5 litres.
I know from records that my Warrior uses about 28 litres per hour of engine time (don't use that figure for flight planning!), so 4.5 litres is just short of 10 minutes but probably much more in reality as that 28l/hour figure is based on the engine running much harder for most of the hour.
Last edited by jollyrog; 26th January 2013 at 14:35.
Joined: Jan 1999
Posts: 6,209
Likes: 2
From: north of barlu
About right
Somewhere in the 4 to 4.5 ltr range sounds about right but it will of course depend on how much taxing you have to do I would think the taxi burn at Biggin Hill on a busy day would be much higher than for your average GA airfield.
As a general rule I use 4 Lts for taxi on my 180 hp Lycoming and just except that any extra burn can come out of the 5% contingency fuel built into the fuel plan.
Generally you only have to look carefully at taxi fuel when you are planning a long flight or your take off fuel is restricted due to the payload.
28 ltr/ hr sounds like a very low fuel burn, what power setting are you basing this on ?
As a general rule I use 4 Lts for taxi on my 180 hp Lycoming and just except that any extra burn can come out of the 5% contingency fuel built into the fuel plan.
Generally you only have to look carefully at taxi fuel when you are planning a long flight or your take off fuel is restricted due to the payload.
28 ltr/ hr sounds like a very low fuel burn, what power setting are you basing this on ?
Last edited by A and C; 26th January 2013 at 15:40.
Joined: Jan 1999
Posts: 6,209
Likes: 2
From: north of barlu
UV
2350 RPM is not a power setting it is just an RPM, without a reference to density altitude it is meaningless as an indication of engine power.
( But I will take a stab in the dark and guess that it is about 55% at 2000 ft )
( But I will take a stab in the dark and guess that it is about 55% at 2000 ft )
Last edited by A and C; 26th January 2013 at 18:00.
Joined: Feb 2003
Posts: 2,042
Likes: 0
From: Oxford
I'd like to credit A and C for being the person who made me actually read the placard in the cockpit of the PA28-180 Archer I I fly (which belongs to him) - which resulted in me flying at a higher RPM than previously. I'd been using 2300 taught to me at a previous flying school - he pointed out that this was below the 65% setting according to the placard (2350 at SL, more of course at altitude).
RTFM, for power settings, I'm afraid, unless they are placarded. Or make yourself a ready-reckoner for the cockpit.
Tim
RTFM, for power settings, I'm afraid, unless they are placarded. Or make yourself a ready-reckoner for the cockpit.
Tim
