True, there are likely fewer than 474 available. At the next event or fuel calibration, have each side recorded for total quantity.
Kent, another way to look at range, as I believe the most efficient profile is a high performance climb is this: no dilly dally- 25 lbs taxi to takeoff, about 175 lbs and 50nm to FL 270 using best rate from gear up, then take it from there. Basically, 200 lbs and 50 miles. Reserve fuel of 500 leaves 2,500 lbs. that’s 5.0 hours at 500 pph and 300 knots let’s say. So 1,550 Nm for simple high speed planning.
Once at altitude, and assuming tailwind where slow/low ff might make sense, your max L/D speed is higher at first (heavy) so use normal 96% cruise (most efficient rpm) at max egt and see what the FMS/Garmin tells you. Pull it back 1/2 way to book LR cruise and see how you like that. Check book. Make notes. Try long range cruise setting. I usually end up somewhere in between when trying to skip a stop. Don’t have patience for LR cruise as the max range (constant power) is around 180 pph
and don’t want to cut it that tight. But hey, skipping a stop is great, especially at 2am in Kansas
The book notes regarding the large increase in speed (decrease in time) for a 1% decrease in distance are interesting.
If the forecast winds at altitude look good or improving, it might work. It’s a real 1,600nm plane to me. I land at anything below 400 lbs remaining over destination on the computer even when VFR. I’ve made it Seattle to Miami so anything is possible under the right conditions. Just don’t run yourself into a corner low on fuel. Never had a helmet fire worse than being low on fuel and feeling “trapped” by WX!
