One other thing, at LOP, I plan 13 gph at 175kts. [doesn’t say what altitude].
The POH suggests that 175 KTAS at no-oxygen altitudes will burn 15.5 GPH. Just curious what people see in real life at say 8-10000 ft?
(As someone said, it makes little sense to worry about a few bucks/hr in operating cost, but it does affect range. And at risk of attracting howls of derision, yes I am thinking about buying an SR22, although the price is pushing the upper edge of my affordability envelope).
I only fly my SR22 at 75 degrees rich of peak, since I don’t have engine monitoring. I fly at 75% power, and get 180 kts or better between 7,000 and 10,000 feet.
On a recent flight I averaged between 16 and 17 gallons per hour. That’s based on hobbs time, so it includes taxi, run-up, climb-out, and descent, as well as cruise. The total hobbs time was about 2.8 hours, so most of it was cruise.
John, I routinely see 165 KTAS @ 11.5 - 12.8 GPH between 8,000 and 11,000. (LOP of course.) Sorry that I’m not more precise with my numbers and altitudes. Unlike Mike and Gordon, I don’t log every event of the flight. While I’m envious of their attention to detail, I’d rather look out the window. [:)]
I lean beginning at 70% - 75% and then lean, so I believe that I am operating in the 60% - 65% of actual HP, but that’s just a guess.
These fuel burns are really remarkably low for the performance. To put things into perspective, today I was talking with a friend who has a Hispano HA-200 Saeta (a Spanish twin-engine jet trainer — see attachment) that goes twice as fast as an SR22 but burns 140 gallons per hour at idle…!
Windows? Who needs windows? [;)] I’m going to talk to Avidyne to see if they can superimpose the image from a nose-mounted video camera on the PFD screen. Think of it - no more plexiglass to worry about scratching. No need for window reflector shades. Do away with those visors.
No question that the fuel burn is indeed remarkable for the performance. Even if you run it ROP and go for speed it’s impressive - especially with fixed gear.
My last plane cruised at 210-215 KTAS at the upper teens/low 20s and used 46 GPH to do it. To add insult to injury the climb settings to get to altitudes where the TAS was over 200 required climb power fuel consumption of about 75 GPH. Now when I go from DPA to the East Coast I use less fuel for the entire trip than I used to use by the time I was over South Bend and just levelling at cruise.
The HA-200 sounds like an econo-plane next to Rare Bear.
According to an article on Avweb (http://www.avweb.com/articles/rarebear), it burns 600 gallons per hour. And not kerosene, but 100LL, the champagne of petrols.