VFR Flight Planning - Max Leg Going West With 64 Gal Tanks?

[GeneralT001]

I'm guessing for 120kt ground speed going into wind (fingers crossed) probably for max of 4 hrs (10GPH avg) for VFR reserve - so maybe a 500NM leg comfortably?

That's my guess? Real world?

[Hank]

A few years ago, I went 1300+ NM west, hung out a while and came home (WV-->WY-->WV).

• Westbound groundspeed averaged 129 knots
• Eastbound groundspeed averaged 151 knots
• 1970 M20-C, 180 hp, ROP; 52 gallon fuel capacity 

My longest duration leg was probably from Yankton, SD to Cody, WY via the Billings VOR. No stress about fuel.

I typically flew at 8500 westbound, and either 7500 or 9500 coming back.

I no longer remember anybfuel burn numbers, but at 9500, 20/2500, it's often less than 9 gph, but I can't do LOP very well with the carburetor. 

[N201MKTurbo]

The max legs are not done according to fuel flows and fuel capacity, but the wife’s bladder endurance. 4 hours is a stretch.

[201er]

9 minutes ago, GeneralT001 said:

I'm guessing for 120kt ground speed going into wind (fingers crossed) probably for max of 4 hrs (10GPH avg) for VFR reserve - so maybe a 500NM leg comfortably?

That's my guess? Real world?

What?? Nobody plans like this. You gotta consider actual winds on the day of the flight, altitude, true airspeed, fuel flow, weight of passengers/baggage to determine how much fuel you can take. All our planes are a little different and rarely make book numbers so you gotta know what speed/fuel flow is typical for your specific plane at different altitudes under different conditions.

How leaky are your fuel tanks? How accurate is your fuel flow display or are you going blind on book numbers?

Even under VFR you may want to plan fuel to divert to an alternate in case winds at destination are unsuitable or a disabled plane is blocking a runway. Some places suitable alternates are farther away. 

[GeneralT001]

3 minutes ago, 201er said:

What?? Nobody plans like this. You gotta consider actual winds on the day of the flight, altitude, true airspeed, fuel flow, weight of passengers/baggage to determine how much fuel you can take. All our planes are a little different and rarely make book numbers so you gotta know what speed/fuel flow is typical for your specific plane at different altitudes under different conditions.

How leaky are your fuel tanks? How accurate is your fuel flow display or are you going blind on book numbers?

Even under VFR you may want to plan fuel to divert to an alternate in case winds at destination are unsuitable or a disabled plane is blocking a runway. Some places suitable alternates are farther away. 

I'm ballparking in an attempt to pick areas for suitable airports/alternates.

[N204TA]

I’m a little conservative when it comes to fuel so I would consider 500 NM “doable” but not “comfortable.”  I try to limit my legs to 400 NM just in case I’m not getting the ground speed the math said that I would.  Plus, my backside gets sore when I sit more than three hours, so I’m happy to get out and stretch at least before four.

[N201MKTurbo]

I have always planned for 10 GPH and it has never let me down. That gives F, or J six hours of endurance with VFR reserves. I rarely go more than five hours. 
 

How far you can go in five hours is what you need to figure out on flight day.

[MikeOH]

^^^^. THIS. ^^^^

These days I don't want to sit for over 4 hours, but might go 5 if winds are slowing me; that still leaves a minimum of 1 hour, typically 2 hours, in reserve for VFR to handle any contingencies.

[201er]

I think 120kts ground speed is on the low side but really depends on a bunch of factors. I’ll usually see over 130 most of the way westbound. There was one time I didn’t go much over 100 with a 50 knot headwind going from Oklahoma City to Lubbock. Painful but I still got there. Much better to lose 1/3 your speed than 1/2 in most other planes.

[ArtVandelay]

I'm ballparking in an attempt to pick areas for suitable airports/alternates.

I use 500nm as a general guide, add or subtract 100nm for winds.

Like others have said, the plane probably has more endurance than the pilot.

[201er]

16 minutes ago, ArtVandelay said:

I use 500nm as a general guide, add or subtract 100nm for winds.

Like others have said, the plane probably has more endurance than the pilot.

Maybe the passengers… Mine takes 100 gallons and can go 8-10 hours. That’s 1000-1400nm realistically. Done it many times.

[RoundTwo]

2 hours ago, GeneralT001 said:

I'm guessing for 120kt ground speed going into wind (fingers crossed) probably for max of 4 hrs (10GPH avg) for VFR reserve - so maybe a 500NM leg comfortably?

That's my guess? Real world?

For MooneyMax earlier this month, we flew KRMG direct to T82, 5.5 hrs @12,000’. We didn’t fuel up until we flew an hour east to KGTU. 8 gph @12,000’ was the key.

[Nico1]

I plan 4 hr legs. This gives plenty of margin if wind aloft forecast is off (seems to be the norm ands significant time -- somehow never seems to work in my favor!). Also, not fun flying dehydrated, so potty breaks needed! (plus stretching legs is nice too)

Everyone has the strategy they feel comfortable with, depends what you prefer in terms of legs/desired stops/potential deviations/margins etc. 

[MB65E]

Fuel planning west of Dallas is pretty easy. Not that many airports. Say you could do 600nm legs. Well, when you plan it out there’s nothing at 600nm available. You may be able to pit early to get in a leg at full range, but not really worth it. And then there’s weather. Do what you are comfortable with. Don’t stretch it.
I’ve done 625nm west bound legs with my stock 52g tanks. JAC-STS but the winds were pretty light. Always try to call ahead to the FBO for fuel. I’ve been screwed a few times. Just because the chart says so and there’s no notams means nothing to some smaller airports. 
-Matt 

[McMooney]

really don't bother with detailed fuel planning any longer.  

for my 52 gallon mooney, i use ifr reserves 3hrs +- 30, might push it to 4 hours if it's severe clear.

really, it's an hour out the first tank and by the time i run out of fuel in the second, im at the very least on approach

 

[Shadrach]

9 hours ago, RoundTwo said:

For MooneyMax earlier this month, we flew KRMG direct to T82, 5.5 hrs @12,000’. We didn’t fuel up until we flew an hour east to KGTU. 8 gph @12,000’ was the key.

No mention of of GS or wind? Westbound @12,000 often comes with a significantly headwind penalty.

[Schllc]

If you use ForeFlight, and have a performance profile setup for your model, you can tweak it to be pretty accurate. I fly a couple or routes as entered and compare the predicted fuel burn with actual and adjust until it’s in the leather. 
my actual fuel sonsumption now is usually within 3 gallons of what ForeFlight predicts. 
Trying to plan my mileage won’t ever really work, it has to be predicated by the time in the air to be accurate.