AOPA Pilot Magazine - May 2011 - 22

LETTERS

The Perfect Howard

T

hanks for capturing the essence and phenomenal achievement of Bruce Dickenson’s fabulous DGA–21 (“The Perfect Howard,” March 2011 AOPA Pilot). Around Santa Paula Airport, Bruce’s nickname is “The Howard Guru” or just plain “Guru.”
His skills are apparent in looking at Mr. Dickenson, but he is also an incredibly generous source of help to other old airplane guys—always ready to machine a part, help time an engine, or lend a tool. Roger Orr, AOPA 832042 Santa Paula, California I enjoyed reading the article on “The Perfect Howard.” It was extremely well written, something that isn’t common in most publications. The subject matter spoke of passion and execution, not just pretty and shiny. There is a part in each of us pilots that appreciates individuals like Bruce Dickenson. His focus, determination, and commitment are qualities we value. Bern Heimos, AOPA 942685 Laguna Niguel, California Dogfight: Run the tank dry? In all the run-the-tank-dry-or-not dogfights, and with all the instructors I’ve encountered in my 42 years of flying, no one ever addresses where the gas is in a wing tank (“Dogfight: Run the Tank Dry? March 2011 AOPA Pilot). In my

opinion, this is more important than whether or not to run a tank dry. In a 45-gallon fuel tank that is seven-inches thick and 40 inches long, those last five usable gallons (less than 20 minutes worth) can easily be at the far end of the tank, unporting the fuel line if the ball is not exactly centered. There goes your planning for a dry or almost-dry tank. An uncoordinated standard-rate 180-degree turn (one minute) is enough to starve most systems. The fuel follows the ball. If the ball is toward the far end of the tank, so is the fuel. Any time a tank is one-quarter full or less, it is good practice to monitor the turn coordinator to make sure the ball is at least exactly centered. At least? Centered is not good enough for me when the tank gets real low—I make sure the ball is very slightly leaning toward the wing root end of the tank in use, so I know the fuel is against the ports. I elect not to run a tank dry, but I routinely get one tank down to two gallons, without any surprises, by keeping the ball in the correct direction. When in doubt, step on the gas tank in use, and the ball and the gas will go toward the wing root end of the tank. This technique will quickly help determine which low tank to switch to for a crosswind landing slip (it’s the high-side, downwind tank), so the fuel does not unport on final. Gene Dillahunty, AOPA 1004027 Half Moon Bay, California I’ll have to go with Tom Horne on this one. As a ferry pilot (of piston and turboprops) I would run a tank dry (in pistons only) if fuel was becoming a concern but was not a threat to the flight. I would not do it with any passengers. Dave Hirschman makes the argument that if it were advantageous, the airlines would do it. An airline pilot (or any other pilot) would never run a turbine-powered airplane fuel tank dry and try a restart. He says that with “digital

AOPA PILOT •

22 • MAY 2011
AOPA Pilot Magazine - May 2011

Table of Contents for the Digital Edition of AOPA Pilot Magazine - May 2011
