[Bryan Ogle]

Bryan Ogle on July 16, 2017 at 4:56 pm #18413

Dave,

When I would run the tanks dry and watch for the fuel pressure gage to swing then turn on the fuel pump and switch tanks. Done right the engine would not sputter, but you really had to keep an eye on the gage. If you don’t the engine would sputter and it would take 3-5 seconds to restart after switching tanks.

Yes, was just switching tanks to limit fuel imbalance.

Bryan

[Dave wacker]

Dave wacker on July 16, 2017 at 3:46 pm #18412

Thanks for your reply Bryan.

~Bryan, I’m wondering when you ran the tips dry, did you switch tanks when you saw the fuel PSI drop, or when the engine sputtered? If you waited for the sputter before switching, how many seconds before the engine cought on the new tank?
~Did you switch tip tanks every 10-15 gal to limit fuel imalance, thus preventing one wing from getting to heavy?

Thank you, Dave

[Bryan Ogle]

Bryan Ogle on July 16, 2017 at 8:49 am #18408

Dave,

I used to own a 1966 PA32-260 with the 4 tank configuration. I always used the fullest main tank for take off and to get to altitude; I would switch between the tips tanks while maintianing a difference of no more than 10-15 gallons between the left and right side. Early on I would burn the tips dry to use all the fuel possible. I read several articles that it could actually lead to fuel system clogs so I stopped that practice. I hope this helps.

Bryan

[Dave wacker]

Dave wacker on June 26, 2017 at 1:01 pm #18401

Hi,

I posted this question a few days ago, I’m resubmitting with corrections, thanks.

I’m teaching instruments with a gentleman in his 1967 PA-32-300. I’m curious how experienced Cherokee 6 pilots manage the four tanks, in IMC and shooting multiple approaches in busy airspace.

The 6 has 4 tanks holding: 17, 25, 25 and 17, gallons respectively. I’m thinking of burning: an hour from the left and right mains, as the POH recommends, then an hour from each tip, then if needed back to the mains and run those dry if needed.

I’m not advocating or teaching pilots to burn thier tanks dry every flight, but if inadvertently caught in an IFR situation that demanded extended range, I like to learn and study my options on the ground, to apply later if needed.

Any constructive advice would be appreciated, Dave Wacker