All_In
06-11-2012, 09:50 AM
Chris and I flew over from San Diego it was a calm and clear flight nothing unexpected except while on flight following LA Center reported that there was an aircraft at 9,500 feet our same altitude heading directly at us.
Neither pilot saw the other. So the LA Center requested the other aircraft to ascend to 10,000 feet to avoid the collision. Chris and I were really looking and finally I saw the traffic at my 10 o’clock high position.
Now here is the reality.
I do not believe I would have seen the aircraft in time to avoid a collision as I may not have been looking in that direction for the short period of time I saw our traffic.
So please use flight following. This is not the first time It may have saved our lives.
The flight home I was solo as Chris flew back to San Fran from Salt Lake City by airlines.
There was a 30 knot cross wind on the day of my return. As I was taxiing out my GPS could only get one satellite so I taxi back to park in front of a FBO’s hanger to sort it out.
As I was sitting there with the door open for the breeze to cool me off the FBO owner came out and warned me that the winds were at 30 knots and he would not take off in an archer.
I thanked him and explained that I know the book says a 25 know demonstrated cross wind is the max, but with my weight and a carrier type take-off I have demonstrated a 35+ cross wind takeoff although I did find myself ounce on a 40 knot wind out of rudder pedaled but had anticipated I would not be able to hold center line and drift off to the left however there is only flat open field on that side so no problem anyway.
The GPS did not work so I got my VOR frequency and course notes out of my bag and set up the vectors to fly through the class B airspace the way I have for most of my life.
Pulled out onto the runway set the brake and max power with a little leaning and let it spool up for quite a while.
Then released the brake and off I went.
Held her down until 70 knots and rotated with my low weight she popped off the ground in only a few seconds very short takeoff perhaps the shortest in this particular aircraft.
It was a non event I was able to hold center line with no drift into the open field on my right.
At about 4000 feet the GPS came to life so I put the VOR freq guide of the right seat as I would be using the VOR for cross referencing where I was on the chart in case the GPS failed I would have it marked on the paper chart as if still flying on VOR and could easily switch navigation to paper charts as in this turbulents I would be diving down or up while looking at the charts or maybe flip over it was so rough when you took your hand off the yoke.
For the first 400 miles I had one of the best flights in a very long time with moderate and extreme turbulents. I reduced power and practiced holding my assign altitude which when you are bouncing up and down 200+ feet at a time is not pretty but I held it requiring 100% attention.
What I missed most was a passenger to hand me the charts etc. Every time I glance down at the charts to mark it and back up I’d find the aircraft on it side or in some attitude I did not intend. It was fun!!!!!!!
Flight following was thankful for the pilot report as few folks were flying. I had 40 knot headwinds down low with 30 knot headwind at 10,500 so up I went.
It was a long slow flight but I enjoyed testing my skills.
I’ve been in turbulents so many time I found I enjoyed it with no fear at all just like riding off road over sand dunes with the jumps, no big deal.
ROTR was an adventure in flying and meeting new and old friends. I learned a great deal from all of you.
I love to learn so thank you everyone for sharing your experience with me.
Chris Vance and I stayed at the same hotels while there and I learned so much from then wish it could have lasted a week or more.
Neither pilot saw the other. So the LA Center requested the other aircraft to ascend to 10,000 feet to avoid the collision. Chris and I were really looking and finally I saw the traffic at my 10 o’clock high position.
Now here is the reality.
I do not believe I would have seen the aircraft in time to avoid a collision as I may not have been looking in that direction for the short period of time I saw our traffic.
So please use flight following. This is not the first time It may have saved our lives.
The flight home I was solo as Chris flew back to San Fran from Salt Lake City by airlines.
There was a 30 knot cross wind on the day of my return. As I was taxiing out my GPS could only get one satellite so I taxi back to park in front of a FBO’s hanger to sort it out.
As I was sitting there with the door open for the breeze to cool me off the FBO owner came out and warned me that the winds were at 30 knots and he would not take off in an archer.
I thanked him and explained that I know the book says a 25 know demonstrated cross wind is the max, but with my weight and a carrier type take-off I have demonstrated a 35+ cross wind takeoff although I did find myself ounce on a 40 knot wind out of rudder pedaled but had anticipated I would not be able to hold center line and drift off to the left however there is only flat open field on that side so no problem anyway.
The GPS did not work so I got my VOR frequency and course notes out of my bag and set up the vectors to fly through the class B airspace the way I have for most of my life.
Pulled out onto the runway set the brake and max power with a little leaning and let it spool up for quite a while.
Then released the brake and off I went.
Held her down until 70 knots and rotated with my low weight she popped off the ground in only a few seconds very short takeoff perhaps the shortest in this particular aircraft.
It was a non event I was able to hold center line with no drift into the open field on my right.
At about 4000 feet the GPS came to life so I put the VOR freq guide of the right seat as I would be using the VOR for cross referencing where I was on the chart in case the GPS failed I would have it marked on the paper chart as if still flying on VOR and could easily switch navigation to paper charts as in this turbulents I would be diving down or up while looking at the charts or maybe flip over it was so rough when you took your hand off the yoke.
For the first 400 miles I had one of the best flights in a very long time with moderate and extreme turbulents. I reduced power and practiced holding my assign altitude which when you are bouncing up and down 200+ feet at a time is not pretty but I held it requiring 100% attention.
What I missed most was a passenger to hand me the charts etc. Every time I glance down at the charts to mark it and back up I’d find the aircraft on it side or in some attitude I did not intend. It was fun!!!!!!!
Flight following was thankful for the pilot report as few folks were flying. I had 40 knot headwinds down low with 30 knot headwind at 10,500 so up I went.
It was a long slow flight but I enjoyed testing my skills.
I’ve been in turbulents so many time I found I enjoyed it with no fear at all just like riding off road over sand dunes with the jumps, no big deal.
ROTR was an adventure in flying and meeting new and old friends. I learned a great deal from all of you.
I love to learn so thank you everyone for sharing your experience with me.
Chris Vance and I stayed at the same hotels while there and I learned so much from then wish it could have lasted a week or more.