Returning non-stop to Fayetteville, Arkansas from the race in Waupaca, Wisconsin (northwest of Oshkosh) with standard 38 gallons capacity. I have a new EI fuel flow gauge and EI fuel quantity gages (that Jeanine and I calibrated when we built the plane). That new gauge is worth its weight in gold. It was a bad weekend weather wise but we finally got the race in on Sunday, after the folks in Waupaca got home from church, starting at about 12:30 local time (CDT). I landed back at Waupaca after the race and refueled to start the trip home from PCZ to FYV. I felt there was a chance I could make it all the way so I took the direct route which I knew contained no restricted areas and no TFRs.
Scattered to broken clouds were starting to come back in at 3,000 but it was clear beneath them (it was low ceiling and visibility for the three days I had been there before Sunday). I took off and set my course at 210 magnetic direct on TruTrak and Altrac engaged at 2,500 ft. The trip became overcast with light rain and at one point I was forced down to 800 ft AGL to stay below the clouds but nothing worse than that. South of Mexico, Missouri things improved greatly but I was limited to 4,500 MSL. The Springfield Class C air space caused a problem because the top was right there at the cloud base. I contemplated calling them and asking for a transition directly through the center but my independent nature resisted that so I set a course for Neosho, Missouri knowing they had self service fuel and the price is supposed to be good.
When I cleared the outer ring I shot a trial flight plan direct to FYV and determined that it was just within the range of the tank I was using based on the 9.3 GPH burn rate and I had 4 gallons in the other tank still. I decided to proceed direct to FYV clear of the Class C. The tank I was on dropped to 3 gallons in route and then 0 with the red light (it is a little bothersome that the last 2 gallons is obscured by this gauge logic but I understand the rationale and thats how it works). I chose not to run it dry which is an option but instead switched to the other tank which still had the green light on and showed 4 gallons on the display. As I cruised down by Rogers and Springdale on the east side the XNA Class C airspace, the yellow warning light came on for the active tank and the display was 3 gallons. Not a problem range wise but FYV sets down in a flat area surrounded by part of the Ozark Mountains and is not visible until you get there. There was no way I was going to give up one inch of my 4,500 MSL at that point.
As luck would have it the winds were light but they were using 34 instead of 16 as I approached from the north.
Two pilots from SkyVenture flight school and a Bonanza called for taxi from the ramp (they use the tower frequency for everything at FYV even though there is a ground frequency). I could see the conflict/complication coming up so I called the tower at 7 miles and closed my communication with the words "minimum fuel" because even though I was sure everything would work out to a satisfactory completion, I could not risk getting into a fuel emergency situation. The tower operator asked if I said minimum fuel and I confirmed the declaration. As I continued on at cruise settings he called back and confirmed my altitude and at that time I saw the airport WAAAY DOWN THERE. He cleared me to land on 16 and I slipped it down to complete my end of the deal with no power required and no anxiety about having to land long or go around at the 1200 ft elevation airport.
It is a tool, that is different from a crab and you have to understand the concept or have a feel for it but you certainly should know how to use it and not be uncomfortable with it in an RV-6.
Bob Axsom