BeechTalk - BT

Username Protected · **Posted:** 21 Mar 2021, 00:56

I can't find the Mark Huffstetler article I read a few years ago but the basic premise is to climb as high as you can and stop when you can't go more than 500FPM. I wasn't terribly heavy with 400lbs of people and stuff. Today I stopped at 370 and burned off about 800lbs and then went to 390 and burned off another 800lbs and then went to 410. At 410, I had the fuel burn down to 325lbs a side at -35 degrees (it was hot). I would have gone to 430 if the plane was legal to go there. I reduced the power to a little over best L/D (the arrow on the AOA). The TAS was around 315kts. I was able to go from Tucson to Williston Florida (1477nm), probably 1500nm with routing today in 4:20. With an aggressive descent at idle, I landed with about 750lbs of fuel VFR which is 45+ minutes. The tailwind was 50-55kts max today so this wasn't a crazy wind day. Other key points in the climb and descent are pulling the power back aggressively to 300 a side when you get a level off at a low altitude. Total fuel burn on the trip was about 475 gallons which is about 110 GPH block. You can stuff a bit more than the book fuel in these airplanes with patience. Neat day.

Username Protected · **Posted:** 21 Mar 2021, 02:00

Username Protected wrote:

I can't find the Mark Huffstetler article I read a few years ago but the basic premise is to climb as high as you can and stop when you can't go more than 500FPM. I wasn't terribly heavy with 400lbs of people and stuff. Today I stopped at 370 and burned off about 800lbs and then went to 390 and burned off another 800lbs and then went to 410. At 410, I had the fuel burn down to 325lbs a side at -35 degrees (it was hot). I would have gone to 430 if the plane was legal to go there. I reduced the power to a little over best L/D (the arrow on the AOA). The TAS was around 315kts. I was able to go from Tucson to Williston Florida (1477nm), probably 1500nm with routing today in 4:20. With an aggressive descent at idle, I landed with about 750lbs of fuel VFR which is 45+ minutes. The tailwind was 50-55kts max today so this wasn't a crazy wind day. Other key points in the climb and descent are pulling the power back aggressively to 300 a side when you get a level off at a low altitude. Total fuel burn on the trip was about 475 gallons which is about 110 GPH block. You can stuff a bit more than the book fuel in these airplanes with patience. Neat day.

That's great, Mike! Is the flight viewable on Flightaware? Would be cool to see it in detail.

Is that a 1982 501 you're flying? Does it have the 1B engines? Could you discuss the plus/minuses of 1A's v 1B's? Also, what is your empty weight? Thanks.

Username Protected · **Posted:** 21 Mar 2021, 03:37

Impressive. I always thought they were 900nm planes, but this shows another side. Long range cruise that avoids a stop is the best speed mod there is.

Username Protected · **Posted:** 21 Mar 2021, 10:12

Michael,

That's really interesting. Thanks for posting that. I note especially your decision/action to limit fuel flow and take what it gives you down low as opposed to worrying about keeping speed up. I find the downhill technique works well. On a flight I made this weekend I used similar methadology going upwind on climb and descent and it makes a difference. I flew basically max cruise in between so I could have stretched the distance more if needed. I was burning an average of 81 gallons from start up to shut down landing with same fuel weight. I carried 700 lbs of payload. Using your technique in cruise it will be interesting to see if I can get another 150 miles into the same kinds of wind. I think I can. Thanks.

Username Protected · **Posted:** 21 Mar 2021, 10:30

Username Protected wrote:

I can't find the Mark Huffstetler article I read a few years ago but the basic premise is to climb as high as you can and stop when you can't go more than 500FPM. I wasn't terribly heavy with 400lbs of people and stuff. Today I stopped at 370 and burned off about 800lbs and then went to 390 and burned off another 800lbs and then went to 410. At 410, I had the fuel burn down to 325lbs a side at -35 degrees (it was hot). I would have gone to 430 if the plane was legal to go there. I reduced the power to a little over best L/D (the arrow on the AOA). The TAS was around 315kts. I was able to go from Tucson to Williston Florida (1477nm), probably 1500nm with routing today in 4:20. With an aggressive descent at idle, I landed with about 750lbs of fuel VFR which is 45+ minutes. The tailwind was 50-55kts max today so this wasn't a crazy wind day. Other key points in the climb and descent are pulling the power back aggressively to 300 a side when you get a level off at a low altitude. Total fuel burn on the trip was about 475 gallons which is about 110 GPH block. You can stuff a bit more than the book fuel in these airplanes with patience. Neat day.

That's great, Mike! Is the flight viewable on Flightaware? Would be cool to see it in detail.

Is that a 1982 501 you're flying? Does it have the 1B engines? Could you discuss the plus/minuses of 1A's v 1B's? Also, what is your empty weight? Thanks.

Username Protected · **Posted:** 21 Mar 2021, 10:49

I use a similar climb strategy in the Mustang. Level-offs kill range on both climbs and descents. Always throttle back on level-offs, if possible. It’s amazing how much range can be added with some power management.

Username Protected · **Posted:** 21 Mar 2021, 15:27

Looked up a 501 range chart to get a baseline idea of what it should be able to do. I think your 501 is in the 200's serial range, so not sure this chart applies, but based on your numbers it looks like you beat the book! If I'm interpreting the chart correctly, per book values if you took off with 3800 lbs of fuel you should have had 400 lbs fuel remaining!