Aren't we talking about paramotors? There's no way you
could use burn rate on those little suckers. In an airplane,
you generally climb, cruise, and descend, whereas paramotor
flying is "to each his own", where you might be climbing full
throttle and then idling down, or you might maintain altitude,
or you might be going up and down over and over.

The power necessary to maintain altitude is quite variable, also,
being affected to a large degree by inherent lift/sink in the air.

- Rob

"Tim Shea" <tim@tim-shea.com> wrote in message
news:Yj9k9.465$Bp5.42227037@newssvr21.news.prodigy.com...
> Yes, it does. The appropriate burn chart is usually in the POH, but you
> could average and estimate on the conservative side. It's what I do. Even
> though I look at the gauges occasionally, I don't trust totally them. I'd
> rather look down the filler and then keep track.
>
> "Mark Jones" <heliosstudios@att.damtelemarketersgoaway.net> wrote in message
> news:QU6k9.62841$jG2.3455028@bgtnsc05-news.ops.worldnet.att.net...
> > "Tim Shea" <tim@tim-shea.com> wrote in message
> > news:vL6k9.415$ej4.37945631@newssvr21.news.prodigy.com...
> > > Aviators that fly airplanes calculate remaining fuel by time. As in
> > > gallons per hour burned. In the US, pilots calculate to have a 1/2 hour
> > > "reserve" during the day and 3/4 hour at night. Just calculate the gph
> > > burn and you can keep track by it.
> > >
> >
> > Would this method be correct if flying a site at a radically different
> > altitude? Say, GPH burn @ 1k MSL vs. GPH @ 15k MSL...
> >
> >
>
>

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