I think I must have a 'Friday afternoon' job as nowt makes sense with this little tinker.
I picked up BAIT from CDG last night and on the strength of 200kgh given above, I input the flight into FSN and it came out with an overall figure of 165kg for the flight to Manston. Less than half way there it was obvious that I was in deep do-do as fuel burned was over what I had left :roll:
8000ft seemed a reasonable enough height for this length of trip (148.4nm) so I set the climb to give me just about what Ben was doing and saw 320kgh +/- (which shouldn't have been a problem as I overestimated this figure for FSN). I can see no way you can fly at 2100-2700rpm as listed in the checklist as the N2 (I presume N2.. it could be N1) is calibrated in percentage and does not give tooltips. Therefore, my presumption was that the green section equated to 2100-2700rpm. Given that the lower edge of the 'green' equates to 80% power, this gave me 223kgh and 172mph/133kias.
The only saving grace in all this was that at least I had 8000ft underneath me as the second half of the flight was conducted at 112kts giving me an indicated 6nm extra
over the distance I had to fly. I eventually landed with 21kg onboard at the ding-dong!! :tuttut:
Serves me right for not doing a proper shakedown before I went live (flying once to check all the paints work isn't really to be recommended!) so a cursory note of warning to you all! :roll:
Fortunately, I had my usual collection of pax onboard and they were quite excited at the prospect of running out of fuel.. something they'd not endured before!
To conclude.. I can't for the life of me see how you can average 200kgh in the Transit without flying at tickover with one engine shut down
. Perhaps 8000ft is just too high though I find this unlikely
ATB
DaveB :tab:
