You got that drawing from an article that also says this:
"When gassing up, fill the center tank first, then alternate filling the wing tanks so that the fuel load is balanced. If you top off one wing while the other is low on fuel, a big gotcha can kick in: the airplane can tip over on the heavy wing."

That is laughably false, on multiple counts. What numbnut designs a plane that can be damaged by simply putting fuel in it? That sounds like a horrible idea.

There are a number of planes that require fuel be kept within some balance limits.

MU2 was one, Some tip tank Lears are another.

The Commander gear is so wide that it surely doesn't have this issue.

Mike C.

You got that drawing from an article that also says this:
"When gassing up, fill the center tank first, then alternate filling the wing tanks so that the fuel load is balanced. If you top off one wing while the other is low on fuel, a big gotcha can kick in: the airplane can tip over on the heavy wing."

That is laughably false, on multiple counts. What numbnut designs a plane that can be damaged by simply putting fuel in it? That sounds like a horrible idea.

Bruce, it’s funny you posted this picture. The value on this particular 840 seems really hard to beat! I have been eyeballing this plane on controller for some time now.

There are a number of planes that require fuel be kept within some balance limits.

MU2 was one, Some tip tank Lears are another.

The Commander gear is so wide that it surely doesn't have this issue.

Mike C.

There are a number of planes that require fuel be kept within some balance limits.

MU2 was one, Some tip tank Lears are another.

The Commander gear is so wide that it surely doesn't have this issue.

Mike C.

Fueling an MU2 was no fun. I've done it myself a few times. You also had to be sure the line person knew how to do it or you had to help/watch. It could take 20-30 minutes sometimes with single hose. Two hose was a lot better.

My Citation is a dream to fuel, no ladders, just two holes, no balance limits, etc. Even so, some desire the single point, but I see that as extra weight and maintenance versus the over the wing ports.

The only downside to the Citation is that it takes a long time just for flow rate.

On the other hand, oil was a dream on the TPE331, never used any. The JT15D is not like that at all, which is annoying. But I have gotten used to it.

Fueling a Commander would be no fun due to ladders and multiple ports, but not as bad as an MU2.

Mike C.

I was also a little surprised by this. What's your consumption rate Mike?

Hard to say exactly since I having trouble knowing what the oil level is in the engine. This is another annoying thing that I haven't figured out quite yet. The TPE331 was easy, the dip stick reading was the same every time I looked at it, the JT15D not so much.

I figure I am around 25 hours/qt, but I'll have to review my notes to be sure.

Mike C.

I have not put oil in a TPE331 in 35 years and way over 8000 hours. Someone may have, and then we probably had to drain it, I don’t know. Oil level is for inspections, unlike any Pratt or jet.

The largest usage of oil in the TPE331 is for SOAP (oil analysis) kits.

The mechanic usually put a tiny bit back in to bring the level back up after that.

Mike C.

Same here Bruce, I didn’t add oil to the TPE 331 ever. The chain was always wet. I think I added hydraulic fluid maybe once in 3 years.
Commanders are awesome if they fit your mission.
Never had a fuel bladder leak.
No issues fueling one wing first.
Easy to fly. Great choice for a new multi-pilot.
Loss of engine on take-off not much different than a citation. Awesome rudder.

I did add nitrogen and oxygen and changed a good share of light bulbs but a 60 year old turboprop is going to need some attention.
Hopefully Garmin will implement the txi engine gauge for TPE-331 for Commanders. Garmin already had the Garmin G950 for commanders with Garmin engine gauges. Should be a no-brainer.

TFE's are the same way...if you're adding oil to a TFE731; there's a leak.

Hard to say exactly since I having trouble knowing what the oil level is in the engine. This is another annoying thing that I haven't figured out quite yet. The TPE331 was easy, the dip stick reading was the same every time I looked at it, the JT15D not so much.

I figure I am around 25 hours/qt, but I'll have to review my notes to be sure.

Mike C.

Nice.

I think the JT15D, PT6 oil usage is corporate policy for Pratt. After all, they built radial engines at one time, so that's just the way engines should work.

Mike C.