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Some countries require fuel gauges be calibrated periodically and the results placarded. Here’s an example from an Australian- registered Beech Baron. Australia’s Civil Aviation Safety Authority (CASA) requires fuel gauges to be calibrated every four years and the results placarded. Not only does it give the pilot precise fuel information in flight, it also proves that it is possible for airplane fuel gauges to read accurately. Fuel Strategy Strategy is an overall plan for suc- cess. The strategy is to fuel the airplane so that it is within weight and balance limits with enough fuel to arrive at your intended destination with an ad- equate reserve. There are two major decisions associated with deciding your fuel strategy. Fuel weight: This does not always mean taking off with the tanks full, or even putting in as much fuel the payload remaining at destination or alternate – even more if the weather is IMC. This seems backward from the way most pilots plan a flight, which is to decide on a destination and then plan the fuel load. I agree that’s where fuel planning starts. A necessary crosscheck, though, is to express the fuel aboard in terms of time (not distance) aloft. You’re not looking for a number of miles to tick by as you fly, you’re watching the clock and putting the wheels on the ground with your fuel. But it also can lull you into a false complacency. To pursue your fuel strategy, use all of the tactical tools at your disposal, old and new. Fuel burn: Engine monitors provide the means to methodically set power and adjust fuel burn to get desired results. The result is often different from the charts in the Flight Manual, meaning you may have to adjust other perfor- mance expectations derived from other charts as well. permits to remain below the airplane’s maximum gross weight. For example, the single-engine performance of a twin – even a turbine twin or jet – increases dramatically with a relatively small re- duction in airplane weight. As little as 100 pounds reduction in total weight can change a piston twin’s single-engine climb rate from 250 feet per minute to 400 feet per minute or better. That’s a substantial real-world improvement, es- pecially since you’re traveling more than a mile and a half across the ground for every minute of that “blue line” climb. Even in a heavy single, it may be advan- tageous to load less than the maximum amount of fuel possible to improve take- off and climb performance. Reserve fuel: Once you know how much fuel you’ll have aboard the air- plane, determine the time you can remain aloft with an adequate fuel re- serve. “Adequate” can range from the barely legal VFR or IFR minima to a more conservative personal minimum. For example, I use one hour of fuel before you begin using your fuel reserve. You may have to adjust the destination to the fuel load, not the other way around. How much fuel does your airplane burn? Most pilots answer by citing the cruise fuel burn, but most airplanes burn a lot more fuel during climb, fuel that you may not make up in descent. A turbocharged piston-twin may cruise at 28 total gallons per hour but burn 70 gallons per hour in climb. The first quar- ter tank of fuel seems to go by fast in a lot of airplanes. Include this real-world fuel burn in your computed fuel time. You’ve developed a strategy: fuel on board, how much fuel reserve you’ll require, and how long you can stay aloft. Confirm the amount of fuel you expect is on board, set your totalizer, crosscheck traditional fuel gauges, and prepare to put your strategy into practice. Fuel Tactics Tactics are the techniques you’ll use to pursue your fuel strategy. The modern cockpit makes it easy to “get tactical” 14 • TWIN & TURBINE / October 2019