Shawn
En-Route
For those of you that that may have been following along my previous threads about my 182 purchase and cross country adventure:
http://www.pilotsofamerica.com/forum/showthread.php?t=61324&highlight=wrong+purchase+logic
http://www.pilotsofamerica.com/forum/showthread.php?t=61548&highlight=cross+country
Well, we made it home safely from Florida to California and it was a hell of an adventure!
Being a newly minted pilot, I knew that it would be an ambitious journey and there were going to be a lot of unknowns and new experiences along the way. I thought I would share a bit about the trip and what I learned along the way.
My buddy and I flew commercial and landed in FL late Tuesday night. First thing Wednesday I was at the aircraft broker to sign off all the final paperwork and she was officially mine! Next stop…to the supermarket for a cooler, food, and water for the trip. We planned to eat on the ground but packed a bunch of munchies and PB&J in case we got stuck. I hauled out with me my flight bag, Iphone, Ipad Mini, and water cup mounts, took kit, jumper cables, Stratus 2, Handheld Radio, electronics charging cables, backup USB battery, flashlight, paper sectionals and airport directories for the entire southern half of the US.
After the store, we headed to the mechanic where he had completed the full annual, fixed what minor things they found, and installed Rosen visors for me. By time we were ready to depart it was 1pm. After reviewing the weather in the Florida panhandle, I took the advice of the local vets and not try and depart till Thursday AM. Scattered thunderstorms and building. So we decided to head to Lakeland which was an airport I was familiar with and I knew had a hotel right at the FBO. We grabbed a bite, went over to Pilot Mall to get a few things, checked in then went for a few hour shakedown flight to get familiar with the new to me plane and all the avionics. After calling Flight Watch later for a weather briefing, we made the right call to stay. Disappointed, but having the time to get familiar and comfortable with the plane paid off the next day.
Thursday we took off right at sunrise. Plan was to stay along the southern coast then drift north to ultimately take the I-40 route across. I did not file any flight plans as we planned to make it up as we went for each leg. I had goals for each leg and set a destination as well as possible diversions before we took off, but rarely did we end up where I had initially planned. Not knowing the true fuel burn, we set conservative refueling stops till we got some hard data on actual GPH. I picked up flight following every available option I could and man was that great. We had radar overage almost across the entire country.
Here are a few of the lessons I leaned:
Foreflight and Stratus 2: This was my first flight with the system and holy crap was it amazing! There is no way we would have made it as fast and safely as we did if we didn’t have the ADS-B radar maps and notams showing all of the cells and convective areas. We were able to stay literally one step ahead of the storms and divert around them to keep moving rather than just hunkering down somewhere and waiting for it to pass. The traffic was useless as I was not “out” equipped, but having the moving map as well as the digital airport facility directories that showed all the available services was amazing. That was money well spent!
Scud Running: After our first stop in northern Florida, a system was developing out of the Gulf that prevented us from heading towards Pensacola and was moving right for us. After a quick refuel, we decide to try and beat it north. Well, after taking off it was closing in on us even with us backtracking east. I knew I was about to get into some trouble as the ceiling was closing in fast even zipping along at only 1500'. Started getting a bit nervous as we were flying literally in circles trying not to fly into clouds. Luckily in the area we were, there were a gazillion little airports and I always made sure I had a diversion option within visual range so I could keep a rolling “go/no go” call available. I said to my buddy…huh, so this is what leads to “scud running”. We put down at a small airport in southern Georgia and waited it out a few hours.
Local Hospitality: At that stop, as well as several others…we would wind up at some pretty po-dunk little airports and those wound up being a blast to stop at over the “regional” airports. We got some local flavor and advice from the guys that were just excited to see a plane to land. We wound up at some amazing eateries on their recommendations and got to experience the “courtesy” cars that were held together with bungee cords and only drove in second gear!(mirrors were optional) They would just hand us the keys at more than one stop even if we weren’t refueling. Any of the FBO type locations was like we were bothering them by showing up!
Flight Following: For anyone that is hesitant to talk to ATC, especially new pilots…get over it and learn it! It was a HUGH relief knowing that someone had eyes on us. I had never actually used FF prior to this trip, but had trained at a towered airport so knew a bit what to expect. The terms “unfamiliar with airspace” and “new pilot” go a LONG way…as does a few “thank you’s”. Once I figured out the game and how to not sound like a total noob, I would let them know where I wanted to go but to let me know where they wanted me. They vectored me right through Dallas Ft Worth area, right over Albuquerque Airport and through countless restricted areas. Most of them thanked ME for my help and flexibility when they needed to vector me around traffic. All the good ATC Karma must have paid off cuz as we approached the Grand Canyon, ACT asked if I was familiar with the special flight rules area. I replied: Negative, please advise”. Well, we would have to climb to 14,500 MSL to overfly the airspace and remain direct to North Las Vegas which was our destination. Told ATC we would try and climb over. Well, I let them know I was unable to get to 14,500 and remain VFR with the ceiling so we headed south to duck around the Grand Canyon. Just as we hit the southern tip of the SFR area, ACT cleared us direct which took us right through the special flight rules area and right over the Grand Canyon. That was way cool!
Density Altitude: Yup, that is a real thing and not something you just read about! Taking off mid day out of New Mexico at a 5000’ elevation field, I knew going in that taking off again might be challenge as I was just a few hundred pounds under gross with full tanks. When we departed after refueling, hit the Vr speed, pulled back, got into ground effect…and nothing but stall horns a blazin!...Holy crap was I nervous. Luckily it was just open desert right in front of me and the numbers said we should be good otherwise I wouldn’t have even attempted it. It is pretty scary when your aircraft won’t climb. Once we skimmed the surface and build some speed, I had the slowest climb out ever! You truly won’t have the respect for Density Altitude until you experience something like that. Pretty sure if I was in just a 172, I would have had to put down in the dessert! That was the first time I was truly ever nervous in the plane.
Overall it was an incredible trip and my confidence level as a pilot went through the roof with all of the experiences. Overall we logged 22 hours of Hobbs time in just under two and a half days. It was tiring and exciting. If any other pilots are ever contemplating a long trip, I say go for it but know your limitations, plan for the worst but hope for the best…and most importantly stay flexible to stay alive!
I could go on for a few more pages…so if there are any questions or comments like that I am an idiot…fire away!
http://www.pilotsofamerica.com/forum/showthread.php?t=61324&highlight=wrong+purchase+logic
http://www.pilotsofamerica.com/forum/showthread.php?t=61548&highlight=cross+country
Well, we made it home safely from Florida to California and it was a hell of an adventure!
Being a newly minted pilot, I knew that it would be an ambitious journey and there were going to be a lot of unknowns and new experiences along the way. I thought I would share a bit about the trip and what I learned along the way.
My buddy and I flew commercial and landed in FL late Tuesday night. First thing Wednesday I was at the aircraft broker to sign off all the final paperwork and she was officially mine! Next stop…to the supermarket for a cooler, food, and water for the trip. We planned to eat on the ground but packed a bunch of munchies and PB&J in case we got stuck. I hauled out with me my flight bag, Iphone, Ipad Mini, and water cup mounts, took kit, jumper cables, Stratus 2, Handheld Radio, electronics charging cables, backup USB battery, flashlight, paper sectionals and airport directories for the entire southern half of the US.
After the store, we headed to the mechanic where he had completed the full annual, fixed what minor things they found, and installed Rosen visors for me. By time we were ready to depart it was 1pm. After reviewing the weather in the Florida panhandle, I took the advice of the local vets and not try and depart till Thursday AM. Scattered thunderstorms and building. So we decided to head to Lakeland which was an airport I was familiar with and I knew had a hotel right at the FBO. We grabbed a bite, went over to Pilot Mall to get a few things, checked in then went for a few hour shakedown flight to get familiar with the new to me plane and all the avionics. After calling Flight Watch later for a weather briefing, we made the right call to stay. Disappointed, but having the time to get familiar and comfortable with the plane paid off the next day.
Thursday we took off right at sunrise. Plan was to stay along the southern coast then drift north to ultimately take the I-40 route across. I did not file any flight plans as we planned to make it up as we went for each leg. I had goals for each leg and set a destination as well as possible diversions before we took off, but rarely did we end up where I had initially planned. Not knowing the true fuel burn, we set conservative refueling stops till we got some hard data on actual GPH. I picked up flight following every available option I could and man was that great. We had radar overage almost across the entire country.
Here are a few of the lessons I leaned:
Foreflight and Stratus 2: This was my first flight with the system and holy crap was it amazing! There is no way we would have made it as fast and safely as we did if we didn’t have the ADS-B radar maps and notams showing all of the cells and convective areas. We were able to stay literally one step ahead of the storms and divert around them to keep moving rather than just hunkering down somewhere and waiting for it to pass. The traffic was useless as I was not “out” equipped, but having the moving map as well as the digital airport facility directories that showed all the available services was amazing. That was money well spent!
Scud Running: After our first stop in northern Florida, a system was developing out of the Gulf that prevented us from heading towards Pensacola and was moving right for us. After a quick refuel, we decide to try and beat it north. Well, after taking off it was closing in on us even with us backtracking east. I knew I was about to get into some trouble as the ceiling was closing in fast even zipping along at only 1500'. Started getting a bit nervous as we were flying literally in circles trying not to fly into clouds. Luckily in the area we were, there were a gazillion little airports and I always made sure I had a diversion option within visual range so I could keep a rolling “go/no go” call available. I said to my buddy…huh, so this is what leads to “scud running”. We put down at a small airport in southern Georgia and waited it out a few hours.
Local Hospitality: At that stop, as well as several others…we would wind up at some pretty po-dunk little airports and those wound up being a blast to stop at over the “regional” airports. We got some local flavor and advice from the guys that were just excited to see a plane to land. We wound up at some amazing eateries on their recommendations and got to experience the “courtesy” cars that were held together with bungee cords and only drove in second gear!(mirrors were optional) They would just hand us the keys at more than one stop even if we weren’t refueling. Any of the FBO type locations was like we were bothering them by showing up!
Flight Following: For anyone that is hesitant to talk to ATC, especially new pilots…get over it and learn it! It was a HUGH relief knowing that someone had eyes on us. I had never actually used FF prior to this trip, but had trained at a towered airport so knew a bit what to expect. The terms “unfamiliar with airspace” and “new pilot” go a LONG way…as does a few “thank you’s”. Once I figured out the game and how to not sound like a total noob, I would let them know where I wanted to go but to let me know where they wanted me. They vectored me right through Dallas Ft Worth area, right over Albuquerque Airport and through countless restricted areas. Most of them thanked ME for my help and flexibility when they needed to vector me around traffic. All the good ATC Karma must have paid off cuz as we approached the Grand Canyon, ACT asked if I was familiar with the special flight rules area. I replied: Negative, please advise”. Well, we would have to climb to 14,500 MSL to overfly the airspace and remain direct to North Las Vegas which was our destination. Told ATC we would try and climb over. Well, I let them know I was unable to get to 14,500 and remain VFR with the ceiling so we headed south to duck around the Grand Canyon. Just as we hit the southern tip of the SFR area, ACT cleared us direct which took us right through the special flight rules area and right over the Grand Canyon. That was way cool!
Density Altitude: Yup, that is a real thing and not something you just read about! Taking off mid day out of New Mexico at a 5000’ elevation field, I knew going in that taking off again might be challenge as I was just a few hundred pounds under gross with full tanks. When we departed after refueling, hit the Vr speed, pulled back, got into ground effect…and nothing but stall horns a blazin!...Holy crap was I nervous. Luckily it was just open desert right in front of me and the numbers said we should be good otherwise I wouldn’t have even attempted it. It is pretty scary when your aircraft won’t climb. Once we skimmed the surface and build some speed, I had the slowest climb out ever! You truly won’t have the respect for Density Altitude until you experience something like that. Pretty sure if I was in just a 172, I would have had to put down in the dessert! That was the first time I was truly ever nervous in the plane.
Overall it was an incredible trip and my confidence level as a pilot went through the roof with all of the experiences. Overall we logged 22 hours of Hobbs time in just under two and a half days. It was tiring and exciting. If any other pilots are ever contemplating a long trip, I say go for it but know your limitations, plan for the worst but hope for the best…and most importantly stay flexible to stay alive!
I could go on for a few more pages…so if there are any questions or comments like that I am an idiot…fire away!
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