Page 9 - Volume 17 Number 10

Transitioning from the Aztec’s 28-gph cruise fuel consumption, Hood initially found the turbocharged PA-31 was taking 36-gph. But, attending Advanced Pilot Seminars’ course in the care and feeding of big turboed engines has allowed him to utilize lean-of- peak cruise control, which cuts the fuel burn back to 30 gph. Most of his flying is done between 9,000 and 12,000 feet, avoiding use of the built-in oxygen supply.The unhampered climb rate provided by the turbochargers and the ability to cruise high has convinced Hood to stay with turbos, even if he were to step back down to a single. The power reserve means his Panther Navajo can hold altitude on one engine well above any terrain in the contiguous U.S.WalkaroundThere were few surprises during preflight. Each of the fuel cells has aquick drain, there’s a crossfeed valve drain, plus a set of gascolator drains inboard. The four-tank system has inboard and outboard filler ports, both located outboard of the nacelles. The 56-gallon inboard tanks are used for takeoff and landing, with the 40-gallon outboards kept for level cruise. Otherwise, there are no special tricks to fuel management. A 45,000-BTU Janitrol heater is in the nose, as is the 115 cu.ft. oxygen bottle and the battery.The gear system is hydraulic, powered by dual pumps on the engines, but the pre-select flaps are electrically-driven. Backup gear extension is provided by a hand pump. The main tires are large 6.50 x 10 units, while the nosegear is a 6.00 x 6 size. Two landing/taxi lights are mounted on the nose strut. Sequencing maingear doors open during the cycle to keep the wheelwells closed except while in transit. The flaps ride aft on Fowler-OCTOBER 2013TWIN & TURBINE • 7