Would I teach running a tank dry to a student? Most likely not. Would I
recommend the procedure be taught on a BFR? Most likely not. Would I run
one dry with trees, rocks, or water underneath (say, from Scottsbluff to
Sacramento)? Most likely not.

Would I run one dry where there are nothing but airports and soybeans
underneath? I might. Depends on what I'm trying to accomplish.

Let's talk about what you're trying to accomplish.

Are you:

- Checking the accuracy of your fuel gauges?

That's absurd -- anyone who relies on fuel gauges is an off-field landing
waiting to happen.

- Trying to fly the absolute maximum distance your fuel will allow?

That's unwise. Anyone who tries to stretch endurance guarantees headwinds.

- Trying to avoid buying a fuel totalizer?

Man, just go buy the stupid thing. It'll tell you your fuel burn to within
a few ounces.

What other reason is there to run a tank dry on a GA plane? I mean,
c'mon -- we're not doing maximum endurance search and rescue flights over
the Pacific here -- we're flying to St. Louis for lunch! There is
absolutely no logical reason that I can see to purposefully run a tank dry
in flight on a GA plane. None. Zero. Zip. Nada.

Let's think about why an engine would not restart with one dry.

In my plane, it can take 10 to 12 seconds for fuel to feed from one of our
tip tanks. If I ran a main tank dry, the prop stopped, and I switched to
that tip, I suspect that would be the longest 10 seconds of my life. I'd
prefer not to take that chance, thank you.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"