new pilot request help

chemgeek said:
Range calculations can be easily done by consulting POH power charts and incorporating the expected headwind component, but typically range can be increased by throttling back. But the only way to know the impact of changing power settings on range is to do the calculation. The controlling factor is that power required for level flight increases as the cube of the velocity.
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But not with headwinds, higher power setting are required to push through the wind, especially with a slow plane like a 150. Complicates the planning a bit, especially in the air.
 
MBDiagMan said:
Yes Ryan we’ve both flown 140’s cross country which is essentially the same plane. I really hope Peter decides to enjoy another evening in the thrilling metropolis of Bonham.
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Yep. Cubs, Taylorcrafts, and a Piper Colt, too. Experience level is also a factor. I've used lesser judgment to fly in in marginal VFR conditions that I would strongly recommend low timers avoid.
 
Piperonca said:
General rule is to increase speed into a headwind, reduce speed with a tailwind. What you are doing is maximizing the miles over the ground per gallon (mpg) to compensate for wind effects. There are graphs (power curve, drag curve, etc.) and equations that talk about this but they can give you a headache. See FAA PHAK Chapter 11 Aircraft Performance.
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My general rule is to go fast. Gas is the cheapest thing you put into an airplane and I'd rather get where I'm going.

I do agree that changing altitude can make a big difference. This is even more helpful in the East, where terrain is a near non-issue.
 
Matthew Rogers said:
But not with headwinds, higher power setting are required to push through the wind, especially with a slow plane like a 150. Complicates the planning a bit, especially in the air.
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Do the actual calculations using POH performance numbers before relying on a "rule of thumb." It's not hard to do (and you should do this anyway when pre-flight planning), and the results might surprise you for typical headwinds aloft. Throttling back not only lowers fuel consumption per hour, it also extends your range by reducing the amount of fuel required to carry a (say) 60 minute reserve. For my aircraft (105-120 kt cruise speeds) you have to get to a pretty high headwind component relative to cruise speed before the range increase for throttle-back becomes insignificant. If you need to stretch fuel to get to your planned stop without landing, throttling up will almost never help. But don't rely on that statement either...run the numbers for your plane so you will know the score.
 
This thread reminds me of an event years ago when I was a fairly new CFI at a flight school in FL. A private pilot from Europe got checked out in one of our Cherokees and was planning a multi-day, multi-state cross country trip. After a few days of flying he got stuck at an airport in North Carolina (luckily served by airlines) when it turned marginal VFR then IFR. After the second day of being socked in and with his vacation days dwindling, he took an airline flight back to Europe. I ended up retrieving the airplane and flying it back home. What an adventure it was. I jumped on a 0600 airline flight, ended up landing in NC about mid-morning, then filed a flight plan with a slight detour to visit family. I flew a few hours in the soup on the first leg, then after visiting for a few hours, did the second leg to Macon, Georgia. By now it was night. Man, was I tired. Next morning I finished off the third leg to home. Great experience on a real trip.

Peter you've done well. Just don't let that airplane (nice by the way) get bashed by the incoming storms. You'll remember this trip for the rest of your life.
 
MBDiagMan said:
Sure would like to hear from Peter. I hope he tied down under a hail shed and is sitting tight.
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Especially with what the weather guessers are saying is passing through tonight.
 
denverpilot said:
Register for an account if you haven’t already and then turn on alerts for your own tail number. It’ll make all flights visible to you. Otherwise flight following and being “in the system” usually makes them show up.
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In addition, you need to click the box to show position-only flights... so even if ATC doesn't enter your N number correctly, or configure the flight plan appropriately, the ADS-B hits will show up on FlightAware. My experience in California is that few flight-following flights appear, UNLESS position-only is selected.
 
n2230b said:
How much mogas can you run through a 100LL engine safely? Obviously no lead but what is the result of more than 10 gal? Which octane grade?
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Not enough information... depends on the octane requirement of the engine, and the vapor pressure sensitivity of the airframe's fuel system. If the engine/airframe combo is listed on EAA's or Petersen's STC list, *and* no modifications are required with the STC (some need additional boost pumps, etc.) then you're OK... but NEVER use oxygenated gasoline... it's a whole other thing to make an aircraft system ethanol friendly, and airplanes do fall out of the sky when people ignore that.
 
Dana said:
But why were you running "near max RPM"? That uses a lot more fuel, but doesn't give you all that much more airspeed.
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I think max RPM is fine... in fact, full throttle, and lean to max RPM (not exceeding red line for your altitude)... the leaning will have more effect on range than the RPM in my experience.
 
This week's worth of Texas winter weather is nuts compared to past winters....

During this week, we were in the mid 60's for the high temp, and some really nice flying weather.

Saturday, we're going to see low cloud cover, low below freezing, high just peeking into 40's.

Sunday, we're back to the mid 60's.

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Paging Peter Ha! Your friends are concerned about you! We would really like to have an update. You are the POA celebrity of the moment. We’re all supporting you and following your adventure.
 
MBDiagMan said:
Paging Peter Ha! Your friends are concerned about you! We would really like to have an update. You are the POA celebrity of the moment. We’re all supporting you and following your adventure.
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Someone needs to overnight to him one of this SPOT gadgets
 
Hey folks!
I just returned to my motel in Bonham, TX after staying all daying in my 150 and tie-up inside T-hangar from the winds.
https://imgur.com/izksYMd

Aslo, here's 360 video from M77 when I took off Tuesday:

Dennis and his son Zack asked the FBO manager to let me put my 150 under it; HUGE relief(forecast for hail)! There's been hard pouring TEXAS-sized rain thoughout the day. Luckily TS moved north of us; not sure if TS will hit tonight. Funny thing, in the excitment of moving my 150 into the T-hangar, I slipped in mud and fell; got mud ALL OVER my left side! Was I upset? No! Was just happy to get my 150 some cover. :)
Been making multiple trips to Walmart getting little things or my 150 like double-side tape, labels, duplicate key, tie-down,etc.
As of now, it looks like Sunday morning is when Wx clears. Well, I'll just get to know my 150 better. Here's something I've learned... that your plane "talks" to you when you sit in it for hours. Maybe i'm going crazy but I could sense what she sounds like with each instruments, when rain hits it, when winds blows it (found wooden shimmy to prevent rudder from slamming). With this LONG cross country, i'm getting attached to my plucky 150; like getting to know your new girlfriend. :p
I went to local key-making store called "Fix and Feed", the key they made wouldn't fit in 150. I returned 3 times but no luck. Oh well, just have to wait until I get back.
Luckily, my work supervisor is understanding. My current guess is about next week I'll cross in CA.
You know during my PPL training, I heard of AOPA stories of getthere-itis and promised myself I'd never rush. What I discovered now is once I'm my own PIC; it's VERY REAL...the family, work, other factors that make me want to takeoff. THIS is most valuable lesson I've learned...make the go/no go decision.
In afternoon, met Delta airline pilot who gave me some tips on my approach to the "south pass" from El Paso to CA. He advise staying 3000 for favorable winds; but I've had bumpy ride under 4000 so far. Most smoothest so far has been in 6000-7000. The actual flight may vary depending on fuel, Wx and other factors but this is my legs so far from F00:

F00 T23 E11 KCNM KDNA
leg#2
KDNA KLRU KDMN KLSB P33 E95 KTUS KAVQ E60 KCGZ KBXK KBLH L77 KTRM KPSP KBNG KAJO

Gonna take shower, eat some nacho/cheese while watching TV now. Hoping I could try some Texas-steaks or brisket before I fly into New Mexico next. :D
Thanks for following my trip; it's been encouraging and helpful!
 
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PaulMillner said:
Not enough information... depends on the octane requirement of the engine, and the vapor pressure sensitivity of the airframe's fuel system. If the engine/airframe combo is listed on EAA's or Petersen's STC list, *and* no modifications are required with the STC (some need additional boost pumps, etc.) then you're OK... but NEVER use oxygenated gasoline... it's a whole other thing to make an aircraft system ethanol friendly, and airplanes do fall out of the sky when people ignore that.
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Thanks Paul, specially as regards ethanol.
I’ve got some reading to do.
 
Peter Ha said:
F00 T23 E11 KCNM KDNA
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I'd suggest tossing in KWEA as a way point....

Passing through the DFW bravo is not difficult if you are on your communication game. Just respect the altitude shelves.

But use KWEA as a "bingo" point to see how you're doing on your flight planning. And consider stopping there for a fuel top off before you start getting out into the hinterlands with fewer airports.

If doing well, I also suggest you use KABI as another stopping point. Mainly because as a Class C, you have multiple choices of services beyond fuel. Way more than T23.

And use KMAF (Midland) for similar reason instead of E11.

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Peter Ha said:
Hoping I could try some Texas-steaks or brisket before I fly into New Mexico next
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Still possible.... KSEP, where the Hard 8 BBQ is, could be substituted for KWEA.
 
I’m really glad you connected with Dennis and Zack. Dennis is an interesting guy. He’s been crop dusting a long time and he was also on an episode of airplane repo with Kevin Lacey. He’s a great guy to have for a friend. One of those guys from which you can learn a lot about flying just sitting and talking to him.

I sat in my 140 in that same covered hangar a long time ago getting to know her while waiting for things to come together so I could fly it.

Very pleased you are being patient, wise and are learning about your plane as you get her home. Please keep us posted. Wish I could get over to see you, but I live a long way from there now and still tied up with grandkids.
 
Have you tried eating at Shumardi’s? They used to have good steaks. Take the main East/West drag West under the underpass and a left at the stop sign to take 121 toward McKinney. It will be less than a mile on the left across from the movie theater.
 
AggieMike88 said:
And use KMAF (Midland) for similar reason instead of E11.

View attachment 81781
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ODO > MAF in my opinion (also no Signature ramp fees) and we stop there almost weekly. Also I’d second ABI as an option. In a 150 as a low time pilot I would tend to follow roads and airports and avoid larger areas with canyons and rough terrain. Also think about landing at places with available maintenance and better locations to put up for the night if you get stuck again. That’s what we try to do most of the time.
 
MBDiagMan said:
Take them to the airport? Wish I were closer to Bonham right now. I hangar in Mount Pleasant now.
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Nope.... fill them full of high sugary treats.... rile them up..... then give them back to the parents....

REVENGE!!!!!!!
 
Also, CNM is great, was there two days this week, but don’t plan on going direct to El Paso, plan on passing over the highway south of Guadalupe Peak where we were on Tuesday.

9eeb40970316e094ac78fc5b9bc6c6ab.jpg


Chandler in Carlsbad.

f9a35b671e42b0701f1f5a0b9b1b0da5.jpg


Guadalupe Peak is tall for the area and I would choose to pass south of it.
 
@Peter Ha ---

Since you have to hop some mountains and cover some sparsely populated territory, I would suggest the following....
  1. Make up a "ditch bag" that contains items such as: Extra layer of warm clothing, water, food for at least 48 hours, fire starter kit, paracord, a knife, flashlight and extra batteries, loud whistle
  2. Seriously consider getting an ACR ResQLink personal locator beacon. If you ditch away from population, this will get help to you much faster than depending on your ELT and a filed flight plan.
Essentially, plan for the worst so if disaster does happen, you have increased your chances of surviving.
 
@Peter Ha .... if you are going to stop in Carlsbad... make a point to visit the caverns there.... very much worth it.
 
AggieMike88 said:
@Peter Ha ---

Since you have to hop some mountains and cover some sparsely populated territory, I would suggest the following....
  1. Make up a "ditch bag" that contains items such as: Extra layer of warm clothing, water, food for at least 48 hours, fire starter kit, paracord, a knife, flashlight and extra batteries, loud whistle
  2. Seriously consider getting an ACR ResQLink personal locator beacon. If you ditch away from population, this will get help to you much faster than depending on your ELT and a filed flight plan.
Essentially, plan for the worst so if disaster does happen, you have increased your chances of surviving.
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Or just follow Interstate 20 to Interstate 10.
 
AggieMike88 said:
Solar Farm?

With all the ground out there that doesn't support crops that well, I'd like to see more land usage move this way.
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Yeah. Lots happening out there. And +1 on highway “IFR” (I follow roads) when practical.
 
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