That's a big number and I didn't realize the V was that fast. That's really not far from our cruise profile on the 55.

Just me in the plane I need 100# of ballast to just squeak inside the aft CG limit.

Here is a panel shot up high FL430. Gotta love the fuel flow up there.

Mike

Must be nice. I wish the 501 Pratt birds were certified for FL430

Mike the Garmin is showing 666pph but the Williams gauges are showing slightly over 800pph. What causes the disparity?

The mechanical gauges are not super accurate. Not sure why.

The GTN is pulling data from the engine ECU so it’s accurate.

When I set the fuel total in the GTN it’s shows what I should have pretty close to what I have when I land. Great tool for longer trips.

Mike

I don't typically go for max speed. I'm usually at FL400/410 and 390-410 knots with power backed off from MCT a bit.

If I fly FL360 or so and go MCT, I can easily run over 420. I think I have seen as high as 432 KTAS once. Fuel flow is discouraging, however, so this mode is wasteful.

There is not that much delta between a V and a 501 in terms of fuel efficiency. I have more efficient but larger engines, lower drag wing, fly higher since I can get there reasonably, and cut through headwinds better.

Mike C.

I wonder if they can make it there reasonably.

You would only go there on a long trip and that means you started heavy. By the time the weight is low enough to get to FL430, it might be too late for it to matter a whole lot.

The FJ44 conversions get there due to extra power.

Mike C.

I wonder if they can make it there reasonably.

You would only go there on a long trip and that means you started heavy. By the time the weight is low enough to get to FL430, it might be too late for it to matter a whole lot.

The FJ44 conversions get there due to extra power.

Mike C.

That is weird. Do the mechanical gauge have a different sending unit?

I wonder if they can make it there reasonably.

You would only go there on a long trip and that means you started heavy. By the time the weight is low enough to get to FL430, it might be too late for it to matter a whole lot.

The FJ44 conversions get there due to extra power.

That is weird. Do the mechanical gauge have a different sending unit?

Ok, that was going to be my next question...how do you monitor fans speeds and temps without accurate indications; but you're saying it's largely irrelevant since the ECU sets MCT.

Still though, would be nice to have data. What's the price point for digital gauges that get fed data directly from the ECU? Is the Garmin EIS stc'd?

I don’t think there is any STC to get my engine data into a Garmin EIS

I have the numeric digital read out for N1,N2, and ITT.

The GTN has combined digital Fuel flow.

I do notice that my left engine uses more fuel than the right.

I find that digital data can drive you nuts. LOL. When I first started upgrading my piston planes with EIS I wanted all the numbers to be the same ok twin engines. That’s a fool’s errand. Haha I look for trends and have a pretty good sense of what my normal opps are to see how things are doing.

Mike

If I sync N1 one motor uses more fuel if I sync N2 fuel flow is the same on my Williams engines

Garmin has STC'd their EIS for the CJ2 and are working on rolling it out for other models. Note that Mike has an Eagle which is a 501SP with an STC to replace the Pratts with Williams. That seems like a pea soup of paperwork to get through. Although I assume the WIlliams are easier to do since the engine data is already digital. My understanding is that the 501 is several years out for AP and EIS certification so we'll have to see how it goes.