Yes, but the FAA, in its infinite stupidity, no longer publishes World scale charts just Sectional and flying in a fast plane long distances with Sectionals is impractical. I am willing to bet they did not have paper chart on board. Colorado does give out World scale charts if you can get one. I can't imagine planning a route through passes on glass. But, in any case, at 15,000 feet you are above all Colorado terrain. Surely a Bonanza can reach 15,000 feet with two persons. My 1964 C-210 would get to 21,000 feet or more.
Nope, not imagining it....Bill Standerfer will be giving at least one, possibly more 1 hr talks at OSH. Bill is lead instructor of the Colorado Pilots Assoc Mountain class.
What are you going to be flying?
If you can see the mountains on the other side of the mountain you're crossing, you're high enough. Maybe not for the next line of mountains, but for the one you're crossing now. Welcome to geometry.
Awesome info. Any idea on dates?
You can also get that report by doing a mouse-over on SkyVector.
Agree but dozens of airplanes have crashed trying to fly east from Aspen. The key is to climb higher BEFORE approaching the high country and not trying to outclimb the terrain. They fly up a valley that is too narrow for a 180 and can't climb above the end so they crash. If you are over 15,000 feet than it does not matter which route you take as you are over everything. So circle well above terrain any close to your route and then cross; it's that simple.
Bill’s sessions at OSH should be in the catalog. If you want the full day ground followed by the 4-5 hour the next day, that’s in Denver at KBJC in late August. Check the Colorado Pilots Assoc web site. New Mexico Pilot Assoc has a similar program which might be better for you, since it’s geared to northern NM and southern CO.
I have no interest flying east out of Aspen at any altitude in a single piston engine airplane. Just because you're over 15K doesn't mean it's a no-brainer flight.
Unfortunately I'll be in Alaska last week of August. Had already looked at that.
Having unrealistic expectations seem to go along with Bonanzas. This accident sounds very similar to the airline pilot flying his just married bride within the last 2 years in his Bo in Colorado. The breed has certainly been hyped up over the decades, but is not superplane, although I’d still like to have one.
I disagree…becoming an ATP requires no direct knowledge of mountain flying, Cherokee or otherwise.
I have been flying the Rockies for almost 70 years with a WAC. But I know how to fly, how about you? What you shouldn't do is fly without paper charts.
My 1964 C-210 has a service ceiling at gross of 21,000 feet. I have been to 23,000 feet at partial load. I can't believe a Bonanza is such a sick airplane that it can't clear 15,000 feet but maybe it is. I any case I have been flying the high Rockies for almost 70 years no problem. In fact I even crossed the divide in an 85 HP Aeronca Chief in summer at 13,500 feet at gross by soaring over Berthoud Pass.
Couldnt find anything about the session so emailed Bill directly. "My forum was to have been in the FAA building, but FAA management decided to cancel all their forums. Sorry, but nothing from me this year at OSH." Damn
Rats! I'm surprised they couldn't/wouldn't move it to one of the tents. Bill's sessions are always packed.
Going faster at high altitude doesn't mean a wing is "efficient". It means the air is less dense which means there's less drag. A wings main purpose is to produce lift, not go fast. Why is your ground roll longer and speed increased at high DA Your wing isn't producing enough lift, so it's less efficient. Think of your prop the same way as a wing. They're both airfoils after all. If your wing isn't producing as much lift, your prop isn't producing as much thrust. When your TAS increases, it means the aerodynamic drag has decreased because the air is thinner. Your
