762er From United States of America, joined Feb 2001, 542 posts, RR: 1 Posted (10 years 5 months 23 hours ago) and read 2386 times:
I'm looking for a source of pilot reports for single engine aircraft basically telling the details of a trip they took in a certain airplane. They might include the altitudes they cruised at, how heavy they were at t/o, their true and indicated airspeeds at certain power settings and altitudes, the length and time of the trip and climb, about the airports they flew into/out of, ground speeds and fuel burn. Anyone who can direct me to these kinds of stories involving single and highperformance single ga airplanes, that would be great. Thanks a lot.
65captin From United States of America, joined Sep 2003, 94 posts, RR: 0
Reply 3, posted (10 years 5 months 18 hours ago) and read 2309 times:
Well this was a few weeks ago (April 4-7th) I was on spring break so I flew back home up to the Bishop Ca near Mammoth mountain. My route was 339nm, I departed San Diego Montgomery Field (MYF) at 415P for a 2 hr 40min en route flight at crusing altitude of 6500ft. The plane I was in was a PA28-181 (Archer 180hp), my true airspeed was 128kts. Leaving the Los Angeles basin area heading north I had to jump over the San Bernardino Mountians that are as high as 10400, I was on Flight Following so I requested a climb up to 10500ft then I decended back to 6500ft. In the afternoons the winds tend to pick up luckly I was getting a tailwind so that helped me out alot. But I landed at "Bishop Easten Regional" appox at 700P with a pretty big fan club there waiting to greet me. I had a wonderfull break and I cant wait to do it again next month! I burned 24 gal I was in a hurry to get there so I had a power setting of 80%, I took a pretty big travling bag that weighed around 50lbs and my golf bag and clubs that was around 40lbs plus my big frame of 240lbs and full fuel (48 usable gal) I was at an operating weight of 645lbs. The plane has a max operating weight of 963lbs. I hope this helps.
"Dont you ever say an unkind word about Morris Day and Jerome!"
KaiGywer From United States of America, joined Oct 2003, 12251 posts, RR: 35
Reply 6, posted (10 years 5 months 9 hours ago) and read 2178 times:
AIRLINERS.NET CREW FORUM MODERATOR
Dufo, max payload, not max operating weight. Which shows that with full fuel, you can barely fit 4 FAA sized adults in there, even though there are four seats. Goes for any GA plane really. Choose between fuel or payload.
I departed on time to the east and started my climb to my en route altitude of 5,500 feet and turned south toward Yakima. Passing though 3,500 I put on the 3 axis auto pilot and tuned in the garman 430 direct to YKM and hit nav mode on the auto pilot. Reaching 5,500, we were getting a 135 knot ground speed, which is a little tailwind but not that much.
Over Yakima I turned East and was told to divert to the Dalles. So, diverted and accomplished the x-country requirement. Next I did the manuevers (lazy 8, chandelles, 8 on pylons, steep turns and stalls) They were all satisfactory so we went back to KELN.
The altitude back into KELN was 6,500 and I was getting a 121 knot groundspeed. DEscending into KELN I performed a power off 180 and did that great. Next was a normal landing, followed by a soft-fiend to a full stop.
I passed and now I am a commercial pilot and tomorrow I get to fly a Seminole (that will be sweet)
The Check was easier that instrument but I was lucky enough to be blessed with awsome weather. There was negative turbulence the whole flight which made it easy to preform each manuever.
I will write a accual x-c report on the next one I go on but this one will be in the Seminole. Hope you enjoyed it.
762er From United States of America, joined Feb 2001, 542 posts, RR: 1
Reply 9, posted (10 years 5 months 5 hours ago) and read 2059 times:
Thanks guys, but I'm actually looking for a big source that posts stories like yours, where I can look through a variety of different aircraft, from Cessnas to Mooneys to Lancairs to get their pilot's opinions and actual operating data.
Goboeing From United States of America, joined Jun 2000, 2698 posts, RR: 14
Reply 10, posted (10 years 5 months 4 hours ago) and read 2055 times:
I flew a Mooney M20J from Nashua, NH (ASH) to Chester County, PA (40N) to Doylestown, PA (DYL) and back to ASH. The total hobbs time was 4.2 hours.
It was a one-day out and back flight to fulfuill a commercial requirement of a 250NM leg and 3 points of landing back in February. I took off from Nashua at about 1PM and climbed to 6,500'. Going lower meant turbulence and higher up I would have faced a 50 kt headwind which was only 20-30 kts at 6,000'. It took me about an hour and fifteen minutes to get to New York City, after passing the Hartford area.
I reached Chester County about 30 minutes later, taxiied back to the runway, and took off for Doylestown, only a 20 minute flight. There I met my parents and had dinner near the airport before heading back.
I started up at 5:20PM to get the plane back to Nashua by 7PM.
I took the exact same route going back up to Nashua and flew over New York at dusk. I took some good pictures of the sunset from 11,500' and if anyone wants to see the rest of the shots I took, contact me via the airliners.net profile and I will reply with my AIM screename.
(that's what I would see if I had night vision goggles)
The flight back took exactly 90 minutes; the 50 kt tailwind helped and I think it was more than 50 kts up at 11,500'. The GPS showed over 230 kts groundspeed for most of the descent! It's a 6 hour drive. I love the Mooney and would do this flight again in a second. Maybe I'll post another GA trip report later, from the VFR corridor in NYC or flying over BOS.
Let me know if there's any other information you are looking for in these posts. I gave only a brief summary here.