Just curious, can anyone tell me how much fuel a 180 and beaver burn/hr
Thanks
Beaver/180
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Driving Rain
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Driving Rain
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Phillips66
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I'd agree with Dash 2/3,
you'll find yourself short one day if you use 20 imp for the Beav especially if flying a lot of different ones. I use 23 imp/hr for flight planning in all of them untill I get to know the actual machine.
20 imp gal hr = 3 minutes per gallon so its handy if that is what you are actually burning and I think that is how a lot of operators have arrived at the 20 figure.
you'll find yourself short one day if you use 20 imp for the Beav especially if flying a lot of different ones. I use 23 imp/hr for flight planning in all of them untill I get to know the actual machine.
20 imp gal hr = 3 minutes per gallon so its handy if that is what you are actually burning and I think that is how a lot of operators have arrived at the 20 figure.
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Driving Rain
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Don't forget as well that it will depend on how much climb, how many take-offs, and what power setting you use in cruise..
Two important factors are also that extra fuel weighs nothing, within reason of course... ie: don't take 3 tanks in your beaver with 7 pax for a 29 min flight, and the only time you have too much fuel is when you are on fire!!
For me, a beaver at 28+18 will be about 18/hr + 2 gals for take-off and climb to 500', at 29+19 that will go to 20.. 180, see Driving rains post..
Cheers and don't run out..
Two important factors are also that extra fuel weighs nothing, within reason of course... ie: don't take 3 tanks in your beaver with 7 pax for a 29 min flight, and the only time you have too much fuel is when you are on fire!!
For me, a beaver at 28+18 will be about 18/hr + 2 gals for take-off and climb to 500', at 29+19 that will go to 20.. 180, see Driving rains post..
Cheers and don't run out..
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shimmydampner
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Driving Rain
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Piece of Cake buddy. The Beaver is the most honest forgiving aeroplane ever invented.shimmydampner wrote:Good info to know.
Now, any tips in general for a guy with a pile of 185 time moving onto the mighty Beaver?
If the company you work for has a variety of Beavers like ex-military and civilian, just be careful with the fuel selector. They're different in the position department.
It is exactly as Driving Rain describes it. It is so easy in fact you have to be careful not to get complacent in it and fall into the trap that it will do anything. I have always said, the Beavers capabilities are only limited by the quality of pilot in the seat. No doubt it will be the easiest aircraft you will ever fly and that in itself can cause lots of problems.
Remember the Beaver has killed many people which some were real great friends of mine who were high timed and very experienced on Beavers.
The one glaring problem with a Beaver that I found when I flew it, was it is such a great stable airplane that it will continue to fly well, right to the point where it quits flying. There is no stall warning system in it and you don't seems to get that sloppy, sluggish feeling from it as you do from other aircraft, when you start getting behind the power curve. It has bit a lot of pilots because of this. It also tends to drop a wing during a stall which will also compound your problems, should you ever be faced with this situation.
Have fun with it though and enjoy it, but don't forget it has limits like anything else and when you get proficient with it, that is very easy to forget.
Remember the Beaver has killed many people which some were real great friends of mine who were high timed and very experienced on Beavers.
The one glaring problem with a Beaver that I found when I flew it, was it is such a great stable airplane that it will continue to fly well, right to the point where it quits flying. There is no stall warning system in it and you don't seems to get that sloppy, sluggish feeling from it as you do from other aircraft, when you start getting behind the power curve. It has bit a lot of pilots because of this. It also tends to drop a wing during a stall which will also compound your problems, should you ever be faced with this situation.
Have fun with it though and enjoy it, but don't forget it has limits like anything else and when you get proficient with it, that is very easy to forget.
You Can Love An Airplane All You Want, But Remember, It Will Never Love You Back!
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shimmydampner
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angry inch
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I started flying Beavers last year as well as 185's. I think the 185 is definitely harder to tame. The transition was easy & painless. A bit on the loud side!! The only issue I had at first was getting used to slightly different attitudes & flare. Also, I found it would get off easy enough at gross on a hot day, but was very slow to climb... I flopped back & forth between 'em all the time & after a short while, the only problem was having to taxi back in to the dock to get my headset out of the other plane!! Once you fly it, you'll see why it's such a "Classic". enjoy!
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CaptainHaddock
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If you are going to be flying the beaver anywhere in around high terrain with a load on (coastal BC,etc) make sure you plan your climbs and departures out before you get there or depart as they climb pretty piss poor. Best to think of it and check it out before you land.Personally I like the beaver a lot more than the cessna's 180,185,206(piece of crap), on floats.
Cheers
Cheers
Don't fly the Beav like a Cessna.... everything happens alot slower!! You have to treat the old girl as just that, and old girl!! Slow movements. And the magic number is 80... don't do any turns below 80MPH unless you have flap on. Oh, and don't use any more than half flap for anything, you don't need it.. doesn't do anything anyway's.shimmydampner wrote:Good info to know.
Now, any tips in general for a guy with a pile of 185 time moving onto the mighty Beaver?
Gee, you should try flying a Norseman!! I thought the Beaver climbed like a homesick angel!as they climb pretty piss poor.
I also was told that using full flap was a bad idea, espically if you were to do a very short landing....ie over tall trees..... when ya go to flare, you may not have much elevator control due to the airflow being deflected by the flaps, not to mention going slow......
What do other's use for cruise power settings? The POH says you can use 29", 1750 rpm.....seems like a low rpm, wouldent you think that would 'lug' it down?
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Rudder Bug
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Cruise setting
Hello Beaverdriver,
I found out 29+ and 1750 burnt a little more but run cooler and gave better cruise. That piston engine is the best ever designed and will always bring you home. Don't baby it with the 28-18 old school. It can take more shit than we think.
I found out 29+ and 1750 burnt a little more but run cooler and gave better cruise. That piston engine is the best ever designed and will always bring you home. Don't baby it with the 28-18 old school. It can take more shit than we think.
Flying an aircraft and building a guitar are two things that are easy to do bad and difficult to do right
http://www.youtube.com/watch?v=3Yd_QppdGks
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185_guy, you are correct 1750 RPM is low. Never below 1850 RPM. In the Beavers we used 28" and 1850 RPM and in the Beech 18 it was always 29" and 1900 RPM. Never had a minutes trouble with either one nor did others that I worked with.
I new a guy years ago that had is own private Beaver that he used the service his camps etc. Always thought he was saving the engine by doing reduced power take-off's and cruising at lower power settings but he never had an engine that went more than half time. Of course he always blamed the overhauls etc. but you could never convince him that he was the cause.
I new a guy years ago that had is own private Beaver that he used the service his camps etc. Always thought he was saving the engine by doing reduced power take-off's and cruising at lower power settings but he never had an engine that went more than half time. Of course he always blamed the overhauls etc. but you could never convince him that he was the cause.
You Can Love An Airplane All You Want, But Remember, It Will Never Love You Back!
It's interesting to hear you guys debate the power settings / prop rpm to use. I was taught to use 28/18, and reduced power take-offs when possible and it has served me well so far, but have heard that those who use the R985 for cropdusting really give 'er! Many stories of over-boosting on every take off and running max continuous power as cruise power being the normal operating procedure...and the engine going beyond max TBO. Anyone on here have that experience?
