gahorn wrote:My very first multi-time was in a DC-3....N333D... and I recall being taught to flight-plan 200 gph. But that was back when it cost 45-cents/gallon. These days I think my buddy plans 160 gph on $6/gal 100LL.
You must have left it auto rich to get 200 gallons an hour! Or maybe you where flying a 3 with something bigger that 1830's
Ain't no way you could jam 200 GPH through a pair of 1830s or 1820s in a stock Dizzy Three. As a matter of fact, I 've never heard of any engine modification on a DC3, other than a turbo prop, that could eat that much fuel. Now maybe, if the particular airplane had dump valves, ---- nah, no way.
blueldr wrote:Ain't no way you could jam 200 GPH through a pair of 1830s or 1820s in a stock Dizzy Three. As a matter of fact, I 've never heard of any engine modification on a DC3, other than a turbo prop, that could eat that much fuel. Now maybe, if the particular airplane had dump valves, ---- nah, no way.
I don't know why they taught us that, but they did. Maybe it was just for training purposes. I recall it had -92 engines.
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention. An originality nut (mostly) for the right reasons.
I'll have to loose weight with a 585 useful payload.....2 persons and gas must not leave much for cargo.
Martin
I found a 1977 C172 XP on Wipaire 2350 amphibians for sale on-line. It boasts a 552 lb useful load and 72 gallons useable fuel, leaving 120 lbs for the pilot with tanks full. Dieting would be easy, however, since the Wip 2350s, with installation, alone cost as much as a C170 on Edo 2000s.
In the past I've seen some confusion in understanding between the terms "useful load" and "payload". MY understanding of the terms as they apply to 170's: USEFUL load includes usable fuel, and is basically the difference between gross weight and empty weight (including UNusable fuel), about 850 lb in my airplane. PAYLOAD is the difference between gross weight and fueled weight, about 625 in my airplane with full fuel. Feel free to correct me if I'm off base here.
(Pedantic? yes. Diatribe? I hope not. )
Miles
“I envy no man that knows more than myself, but pity them that know less.”
— Thomas Browne
cessna170bdriver wrote:I.... between gross weight and empty weight (including UNusable fuel), about 850 lb in my airplane. PAYLOAD is the difference between gross weight and fueled weight, about 625 in my airplane with full fuel. Feel free to correct me if I'm off base here.
I assume you mean MAX ALLOWABLE gross weight, as long as your getting pedantic.
cessna170bdriver wrote:In the past I've seen some confusion in understanding between the terms "useful load" and "payload". MY understanding of the terms as they apply to 170's: USEFUL load includes usable fuel, and is basically the difference between gross weight and empty weight (including UNusable fuel), about 850 lb in my airplane. PAYLOAD is the difference between gross weight and fueled weight, about 625 in my airplane with full fuel. Feel free to correct me if I'm off base here.
(Pedantic? yes. Diatribe? I hope not. )
Miles, I taught exactly that in a ground school last week. I hope you're right!
John Renwick
Minneapolis, MN
Former owner, '55 C-170B, N4401B
'42 J-3 Cub, N62088
'50 Swift GC-1B, N2431B, Oshkosh 2009 Outstanding Swift Award, 2016 Best Continuously Maintained Swift
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Or maybe you where flying a 3 with something bigger that 1830's 
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