Microlighters

Can one of the more informed 583 users please inform me what the 2stroke endurance on a auto lube ,when filled to the top, is.

Slabfish wrote:Can one of the more informed 583 users please inform me what the 2stroke endurance on a auto lube ,when filled to the top, is.

Howdy Slabfish,

Are you referring to a 582 with a standard oil reservoir?

If yes, the following will apply.

Oil reservoir capacity – 2 litres

Firstly, apply the pre-mix ratio of 50:1 - then a 100 litres of fuel or 2 tanks of fuel becomes a benchmark.

However, as with oil injection, the quantity of oil delivered is variable and dependant on the throttle setting. Therefore, a better than 50:1 is usually averaged. Consequently no one single answer can apply to all as the average throttle setting will determine consumption.

In my case, I average 65:1 ( +10% ) meaning 130 litres of fuel to 2 litres of oil.

Regards
John ZU-CIB

Yes ,582 with standard oil tank. Reason for asking is I'm planning a long trip and considering in flight re-fueling. I cruise at 5400 rpm max ,what would you say my fuel burn would be p/h -18 L ? And is the rpm acceptable for a continuous 4 to 5 hrs flight .-Clem

Slabfish wrote:I'm planning a long trip and considering in flight re-fueling.

Howdy Slabfish,

Neat idea - "dunno" why I didn't think of that myself

Sorry - could not resist.

Serious answer to your questions = 15 litres p.h & YES

“Me thinks” problem/s would come from either “bum in seat” or bladder.

Regards
John ZU-CIB

Slabfish wrote:what would you say my fuel burn would be p/h -18 L ? And is the rpm acceptable for a continuous 4 to 5 hrs flight

I think thats speculative. Prevailing weather conditions will determine your fuel burn.
Why don't you do the refuelling with pre-mix instead?

J Y That's quite neat . The numb bum factor will have to be tested . I made a seat cover of real thick genuine sheepskin to try help there , but then again , I'm a real hardegat , that's what the softness says anyway , so we shall have to hold the pose i suppose .
Duck , that's why i work my fuel burn on power setting ph , so irrespective of distance covered in a certain time , like you say, in different weather or head-tailwind component i will know that if i keep at say , 5400rpm for 6 hrs , i will have 2hrs left of 120 L of fuel with a 15L ph fuel burn. Or would you say that my fuel burn "per hour" would be higher with a 20knts headwind at 5400rpm than with a tailwind :D of 20knts . I will have the options to land and refuel if i have to though .Please correct me if I'm wrong on any of the above. On the premix thing , if i can recall correctly we had this discussion a couple of weeks ago , and at this stage i still prefer auto lube . When i was small , many moons ago ,as you can see from my avitar , we had to ride with donky carts and read with candles at night ,and send our post with pigeons , now , in this modern day and age, we have cars , electricity, internet , AND AUTOLUBE Thanks guys for a informative discussion and fly HIGH!! Kind regards-Clem

Slabfish wrote:J Y That's quite neat . The numb bum factor will have to be tested . I made a seat cover of real thick genuine sheepskin to try help there , but then again , I'm a real hardegat , that's what the softness says anyway , so we shall have to hold the pose i suppose .
Duck , that's why i work my fuel burn on power setting ph , so irrespective of distance covered in a certain time , like you say, in different weather or head-tailwind component i will know that if i keep at say , 5400rpm for 6 hrs , i will have 2hrs left of 120 L of fuel with a 15L ph fuel burn. Or would you say that my fuel burn "per hour" would be higher with a 20knts headwind at 5400rpm than with a tailwind :D of 20knts . I will have the options to land and refuel if i have to though .Please correct me if I'm wrong on any of the above. On the premix thing , if i can recall correctly we had this discussion a couple of weeks ago , and at this stage i still prefer auto lube . When i was small , many moons ago ,as you can see from my avitar , we had to ride with donky carts and read with candles at night ,and send our post with pigeons , now , in this modern day and age, we have cars , electricity, internet , AND AUTOLUBE Thanks guys for a informative discussion and fly HIGH!! Kind regards-Clem

I don't think your fuel burn will be consistent. I know on mine it's weight related hence, one up consumption and two up consumption.

The difference is HUGE. It can be anything from 9l/h to 15l/h and with mine thats 4500-4800rpm. I've noticed that with a full tank I use up more within the first 2 hours and then it tapers off with the remaining fuel giving more range. My tank is indexed every 5l by the manufacturer so I'd assume it's quite accurate.

Best way would be to simulate the load of all the fuel. Fly for an hour or two and check the diff.

Clem.
Good to hear there are more of us that fly far !!
I have a 20 Lt piggy tank underneath the main tank, carrying 70 Lt in total. Safe flying time 3.5-4 hours, depending on weight. I carry 1lt lube containers and throw one in whenever we land for a pee break etc.
Planning of stops is a big must with a backup plan. Most of my distance flying was done in the Kalahari where back up plans are hard to come by. Farmers, plan B, are the most hospitable chaps around and don’t mind a drop in.
Fly safely.
Graham

Graham
My next trip I'm planning is Jeffreysbay to Sprinbok, for the fly-in coming up. I would like to fly direct if weather permits. My biggest worry is the turbulence over the mountains . as you will see if you look at the direct rout , it is mountainous , baron , dry and hot areas to fly over. If conditions are favorable i will make it in 6.5 hrs , that gives me arrival of + or - 11am which i think is to late, as it will be hot already at that time . Interesting to hear from a Kalahari expert , maybe a few tips from your side as far as the above conditions . I have been meaning to contact Boet at Loeriesfontein for some advice about his side of the world at that time of the year , Boet , are you listening I would like to stop over for a cold drink if ok with you :D . Alternatively i can fly coast wise and come past the boys based in the Capetown area , but that will all depend on timing with the weather and my schedule. I would like to hear from anybody with advice and plans

D F I will keep that in mind. I would imagine on a trike that more weight would play a big roll on IAS on the same power setting , requiring a higher power setting with 2 up to get the same airspeed as with one up. That in turn would make for higher fuel consumption. on the Jora i don't find weigh to make such a big diff. on IAS , although on the other hand the Mizer i had , had the same affect as you described on the Trike. I suppose its got a bit to do with the cleaner aerodynamics of the Jora. I have a Enigma in the a/c but the fuel computing perimeters and calibrations have not been set up yet and i hope that it will all be done by the time i leave for Sprinbok . I had a Stratomaster in our previous Jora that was set up very nicely and i can tell you that its an amazing piece of equipment to have on board, especially the fuel computing if set up properly :D

Slabfish wrote:Or would you say that my fuel burn "per hour" would be higher with a 20knts headwind at 5400rpm than with a tailwind :D of 20knts.

Hi Slabby Ol' Mate,

"Dunno" what the Duck is saying. If one is referring to consumption in litres per hour, then wind makes no difference at normal cruise settings.

Ground speed and throttle settings to compensate for wind - that's another story.

Quack-Mate is anti Autolube - but still, can't see the rationale for adding premix. At what point would you add it?

My 2c.

Regards
John ZU-CIB