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CloudCraft(at)aol.com
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 Posted: Sun Jun 17, 2007 4:45 pm Post subject: Commander to Hawaii |
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Gentlemen,
A colleague of mine sent me this link; he was alarmed that this flight took off and returned (rather early in the trip) twice in a row.
Now I am concerned, as well.
Anyone know anything about this airplane and the lad flying it? The word on the street is that the fellow serving as the ferry pilot has 800 total time and 23 hours multiengine time.
Commander time? Well, he has a few hours now ..
http://flightaware.com/live/flight/N7846C
Wing Commander Gordon
See what's free at AOL.com.
[quote][b]
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tylor.hall(at)sbcglobal.n
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| Posted: Sun Jun 17, 2007 5:07 pm Post subject: Commander to Hawaii |
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According to AirNav, it is 2093 Nautical from Khwd to Phnl.I hope he had 430 gallons of fuel on board that would be 2924 lbs in fuel alone.
What is the fuel burn of a 500 at economy cruse?
I wonder if in his vast experience of 23 hours had he actually flown a economy cruse?
Just some questions.
Tylor Hall
On Jun 17, 2007, at 6:44 PM, CloudCraft(at)aol.com (CloudCraft(at)aol.com) wrote:
[quote] Gentlemen,
A colleague of mine sent me this link; he was alarmed that this flight took off and returned (rather early in the trip) twice in a row.
Now I am concerned, as well.
Anyone know anything about this airplane and the lad flying it? The word on the street is that the fellow serving as the ferry pilot has 800 total time and 23 hours multiengine time.
Commander time? Well, he has a few hours now ...
http://flightaware.com/live/flight/N7846C
Wing Commander Gordon
See what's free at AOL.com.
| Quote: |
href="http://www.matronics.com/Navigator?Commander-List">http://www.matronics.com/Navigator?Commander-List
href="http://forums.matronics.com">http://forums.matronics.com
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[b]
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alh1(at)juno.com
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| Posted: Mon Jun 18, 2007 1:48 am Post subject: Commander to Hawaii |
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the n number comes back with 1963 as year built and 0-540
lycomings as series of engines. straight 500's were only made in 1958
and 1959. barry will know, but my guess is N7846c is a 500B with I0-540.
fuel burn for a straight 500 at about 7500 feet at peak egt would be
about 24 gph. i know i will hear from guys that can get 20 gph, but
they burn valves an it is cheaper to burn fuel. the average useful
load on a 500 is about 1750 pounds. it holds 156 gallons so you need
an extra tank. it will do it if both engines are running. the call
sign would become N7846C "heavy", but if it lifts off, both engines
keep running, it is hawaii, here we come. did i mention about 8000 feet
on the runway length to make sure you get airborne with that fuel. if
one engine quits on takeoff, you will have to land straight ahead with
the throttles back and you need to make sure there are no tall
buildings the first five or ten miles (three story) because the climb
rate goes way down.
as an aside, if the ferry pilot has 23 hours, even if all is a
commander, he will have his hands full. from the flight track, he
appears to be doing a good job. al hoffman
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barry.collman(at)air-brit
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| Posted: Mon Jun 18, 2007 3:24 am Post subject: Commander to Hawaii |
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Hi All,
N7846C is a straight Model 500, s/n 724.
As far as I know, it still has the original Lycoming O-540-A2B engines. It was
actually first Certificated in April 1959.
The reference to 1963 is because that's when it was imported back to the USA
after having been in Mexico for a few years.
I thought the 'N' number rang a bell. Those who attended the Fly-In at Hillsboro
may remember that Ben Pfaff flew it in.
The current owner, as far as I'm aware is Dick B Robbins, of Henderson, Nevada.
Best Regards,
Barry
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steve2(at)sover.net
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| Posted: Mon Jun 18, 2007 4:51 am Post subject: Commander to Hawaii |
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My boss takes great pleasure in running (what he calls!) 55% lean of peak,
which I kid him about all the time. (I'm guessing it works out to be even
less.) About 22" and 2150. With GAMI injectors we have fuel burn down to
21.5 GPH, total at about 156 knots.
The left engine went 1800 hours on the original chrome(!) cylinders, and no
oil consumption. What eventually had us remove that engine was that at TDC,
the choke of the cylinder had worn to where there was no compression, but
only at immediate TDC. It was kind of weird. There was no oil consumption,
and lots of compression off of TDC. There was a debate between mechanics,
and one would have left us to run the thing. Still ran like a watch. It
appears the chrome simply wore out of the choke.
Our right engine is over 1900 hrs on the original Nikasil jugs, run lean of
peak (1400 hour engine). We finally have a weak cylinder at 78/80 (or 77, I
forget). The rest are 80/80, cold. Still ticking...... (Oil analysis,
cutting filters apart, etc. We're not being dumb.) Overhaul might come when
the engine starts leaking too much . Or it grenades tommorow (who knows!).
I tend to run a little harder than the boss at 22 squared, or 23/2200 LOP. I
burn a little more gas too, something like 23 GPH, but I'm younger and more
impatient. Our cylinders are never over 400 degrees. In cruise we're
anywhere from 275 to 375. 325 to 365 the norm. (have to watch number 1 on
departure.) I launch with the EGT set with port side number 1 CHT, and
starboard number 5 EGT.
I can't run LOP if I lose a mag. You need good ignition, (I'm assuming
because of the slower flame front propogation). I've had the fuel flow split
between sides when I do. It's pretty dramatic when you do that looking at
the fuel flow spread between engines. Maybe(?) if you persisted in running
an engine that was misfiring it would be possible. It runs like crap, but
maybe possible. But as soon as you lose a mag, or even a plug, you can see
the EGT shoot up. You can't miss it.
You really need to sit in an airplane and be on the rich side, and watch as
you pull back the red handles. CHT's and EGT's rise to peak, and then fall
dramatically on the back side.
On the 500B we can tell how well we did by the exhaust staining of the last
flight.
Once set up, running lean is no more complicated than running rich. An EGT
is essential, not even to set flow once the engine has been set up, but as a
diagnostic tool. We lost the EGT the other day, and when I launched I really
missed it, but knew I was running properly on the lean side.
This is an elegant, efficient, cool, and clean way of running engines.
Lycoming is full of hooey.
The above is only our opinion. Your mileage may vary.
Steve
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John Vormbaum
Joined: 21 Aug 2006
Posts: 273
Location: SF Bay Area, CA
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| Posted: Mon Jun 18, 2007 8:01 am Post subject: Commander to Hawaii |
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N7846C is indeed Dick Robbins' airplane, he's in the Phillippines, which is
where the aircraft is bound for. I flew it a bit when Morris finished the
(extensive) annual. It flew like a dream, and was very east to manage. A
little underpowered & light compared to my 500B, but still a nice
airplane...and it will do fine in the Phillippines since it has a Mogas STC.
/John
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