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Old 02-13-2011, 08:37 AM   #11
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I get 9.5 to 10.5 mpg.
It sucks IMO
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Old 02-13-2011, 09:17 AM   #12
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We just completed our second year towing the 2010 Flagstaff 8526RLWS 5th wheel with our 2008 GMC Crewcab 2500HD with Duramax/Allison 3.73RA.

Truck unhitched weight loaded for camping (includes Yamaha 3000 generator w/3 gallons gas; 10 gallons diesel in 2 plastic cans; 2 - 2.5 plastic gallons gasoline; 3300 sliding hitch; pancake air compressor hoses and fittings; 8 - 2x12x12 PT wood leveling blocks; two mountain bikes on the front of the truck in a receiver hitch; wife and dog = 7800 pounds.

Camper loaded for camping disconnected = 9150 pounds.
About 1350 rides on hitch when connected.

No wind mileage:
Mileage at 55 = 13.5 MPG
Mileage at 60 = 12.0 MPG
Mileage at 65 = 11.0 MPG
Mileage at 70 = 10.0 MPG

Since someone posted empty MPG I will add that I typically get 13.5 average "around town" a mix of highway and mostly stop/go. On the highway, with me and the DW, I drive 60 with speed control and average 22-23 MPG
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Old 02-13-2011, 10:34 PM   #13
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Thank you for all the great information. Again.... you are all awsome !!
Very helpful :-)

Regards
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Old 02-14-2011, 08:38 AM   #14
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i pull a cardnal 33 ts that weighs 10400 dry. on level ground at 70 mph, i get 8.3. at 50 mph, i get 10.1. i'm running the 2002 F350 7.3 diesel.

i use a calculator to figure my mileage. sense diesel foams, it is better to figure it over several tanks. unfortunately, mine are calculated on a single 40 gal tank.

the part i don't understand is that i get better in hilly areas (what i call mountain). believe it may be because i drive slower.
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Old 02-14-2011, 09:05 AM   #15
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Any pilot will tell you that when "drag" is involved, slower is better.
In the C-130 world, we airdrop heavy equipment using a giant parachute that we deploy from the back of the plane. That parachute pulls on the pallet that has the equipment on it. When it inflates it tries to stop the aircraft in flight, but since it is attached to the pallet; it just stops the pallet. We fly away from the stopped pallet and chute. It is a wild ride, let me tell you seeing that tank or truck get ripped out of the plane.

Why I mention the story is what we do if there is a malfunction and the truck or whatever DOES NOT MOVE. WE STOP. Airspeed will rapidly decrease until a point where engine power will offset the drag from the parachute. The slowest we can fly is the point of lowest drag from the chute; so we slow to 10 mph above our stall speed.

When towing, the trailer is the parachute. The faster you go, the higher the drag from the air hitting the trailer and vehicle and the more engine power (higher fuel use) to keep you at the speed you are traveling at. The formula for drag has an "exponent" in the velocity term. That means that increasing your velocity by 10% has a MORE THAN a 10% impact on your fuel use.

Slow down and save gas. 60 MPH seems to be the sweet spot for us. We could get better gas mileage at 55; but 60 MPH is 1 mile a minute and it makes figuring out how long we have to go till the next town so much easier.
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Old 02-14-2011, 11:57 AM   #16
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Hey herc, that's the first time I've seen someone use a lapes drop to describe trailer aerodynamic drag!

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Old 02-14-2011, 02:42 PM   #17
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Well, LAPES (Low Altitude Parachute Extraction) is a whole different ball game in the "risk mode". I hated that qual with a passion and was super glad when they did away with it. I was describing Heavy Equipment Platform Airdrops.

The technical term for drag associated with speed and frontal area is Parasite Drag. Drag associated with the manufacture of LIFT is called aerodynamic drag. The two together are summed to create total drag.

An aircraft flies by using power plus lift to exceed weight plus total drag.

Use enough power and you don't need lift. F-22 prime example. It can "hover" on its exhaust plume.

In any case slower is better when you are working in 2 dimensions. Since you don't need to generate lift, parasite drag and rolling friction are the only thing you have to defeat with power to move on down the highway. If it were not for drag and friction, you could give your truck and camper a good shove and throw out an anchor when you got to the camp ground.
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Old 02-14-2011, 03:00 PM   #18
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Quote:
Originally Posted by herk7769 View Post


In any case slower is better when you are working in 2 dimensions. Since you don't need to generate lift, parasite drag and rolling friction are the only thing you have to defeat with power to move on down the highway. If it were not for drag and friction, you could give your truck and camper a good shove and throw out an anchor when you got to the camp ground.
This is almost exactly how the dealer I bought from explained it. He said that if I put a 10,000 lb. load with wheels behind my vehicle I would be able to drive away (in the simplest terms...), put an 8' diameter parachute behind my vehicle and look out! This is why the shape of the trailer along with the weight is something one must consider. The type of suspension and floor plan can also play a role in how easy a trailer pulls. Think airstream, love them or hate them they do work. We are starting to see some company's taking aerodynamics into consideration, and not just at the front of the trailer ( rear end, integrated awnings that look like roof rails etc. ).
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Old 02-14-2011, 03:08 PM   #19
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Quote:
Originally Posted by herk7769 View Post


Well, LAPES (Low Altitude Parachute Extraction) is a whole different ball game in the "risk mode". I hated that qual with a passion and was super glad when they did away with it. I was describing Heavy Equipment Platform Airdrops.

The technical term for drag associated with speed and frontal area is Parasite Drag. Drag associated with the manufacture of LIFT is called aerodynamic drag. The two together are summed to create total drag.

An aircraft flies by using power plus lift to exceed weight plus total drag.

Use enough power and you don't need lift. F-22 prime example. It can "hover" on its exhaust plume.

In any case slower is better when you are working in 2 dimensions. Since you don't need to generate lift, parasite drag and rolling friction are the only thing you have to defeat with power to move on down the highway. If it were not for drag and friction, you could give your truck and camper a good shove and throw out an anchor when you got to the camp ground.

I might be sandbaggin' ya a little bit. I have a bit more knowledge of aerodynamics and air ops than most:



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Old 02-14-2011, 03:30 PM   #20
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Nice! Then you know that NONE of that aerodynamic discussion applies to you. Helicopters do not fly using principles of aerodynamics. They just BEAT the air into submission.
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