Ejection Handle Pulled
- Apr 18, 2014
- Display Name
Max_reason, just wanted to share what I mapped out in ForeFlight. But knowing that you would be carrying 300 liters (79.25 gallons) of fuel, and assuming you took off from Santa Ana (KSNA) and did a direct flight to Hilo (PHKO), I mapped these scenarios. (Note that at the time of this writing, the headwinds were lowest from 1,000-4,500 AGL (1 knot) and got worse at altitude. 10,500-12,000 was about 9 knot headwind.)
That being said, the images are below for you to review. Two scenarios at the 148 knot cruise with a very generous 5 gph fuel burn. I suspect fuel burn will be higher at that cruise speed. And one scenario at 130 knots at 4.2 gph (which is what I found on the internet as the published fuel burn rate at that 75% cruise speed.)
What I see is pretty concerning. Specifically:
1) At 148 knots and a low altitude for more favorable headwinds, (which I would HATE to do over open ocean) you would land with 4 gallons remaining in supremely optimal conditions.
2) At 148 knots and a high altitude (9 knot headwinds) you will have .35 gallons (1/3 of a gallon!) of fuel remaining... if it is at all usable. And this is against the FAA flight rules for having a safe amount of fuel to complete a mission (which is 1 hour of fuel remaining for night flights which yours would most likely be.)
3). At 130 knots (most economical cruise) and 4.2 gph fuel burn at 4,500 feet AGL, you’d need 17 hours and burn 72.1 gallons under optimal conditions, leaving 7.1 gallons.
This is straight line to the nearest airport in Hawaii (Hilo). No change of course for weather, no climbs (higher fuel burn) once at altitude... like I said, best case scenario.
For me, these odds are pretty slim and I’d plunk down cash for a commercial flight and rent a plane in Hawaii. Or ship the plane via cargo ship.
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Just get a certified plane with ferry tanks, but even then you still have all the other issues, mostly with the PIC