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Zeldman said:
Yes it is.

I have done many a night flight in that area on instruments, with wx reporting clear below 12,000, visibility100 miles...
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After many trips across Lake Michigan in the daytime, doubt I'd ever get used to flying a single that many miles at night with no idea of where to head if the engine craps out. That section of northern Arizona is many more miles across than the big cold lake.
 
JAN22 - A mass exodus of light aircraft departing Las Vegas eastbound on Thursday afternoon to beat out the forecast of a few days worth of snow, ice and rain across northern AZ and central NM's Rocky Mountains for Friday, Saturday and Sunday. Additionally, the huge storm working its way down through the central plains last week with snow, ice and frigid temps dictated leaving a day early, or dealing with the mess after the weekend.

When allowed to enter the line up on the main taxiway (after idling perpendicular for 30 minutes between tie down rows), I was issued # 13 for takeoff. Wheels up (1:45 pacific) from HND happened a full hour after start up and contact with ground control.

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Is -0*c colder than 0*c?


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Rick A said:
After many trips across Lake Michigan in the daytime, doubt I'd ever get used to flying a single that many miles at night with no idea of where to head if the engine craps out. That section of northern Arizona is many more miles across than the big cold lake.
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The landing on the lake is much more likely to be survivable initially, but the lake will kill you in a much slower and more painful fashion.

I've already decided that if I'm ever dumb enough to put myself in a situation where I'm gonna be taking a freezing cold bath, I'm gonna roll inverted and pull so as to get it over with quickly.
 
flyingcheesehead said:
The landing on the lake is much more likely to be survivable initially, but the lake will kill you in a much slower and more painful fashion.

I've already decided that if I'm ever dumb enough to put myself in a situation where I'm gonna be taking a freezing cold bath, I'm gonna roll inverted and pull so as to get it over with quickly.
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Can't blame you, that's certainly a pilot's option (if alone).

Regarding Lake Michigan, I've always crossed it alone VFR at a narrower section, i.e. MTW, in the summer, at a high enough altitude to greatly minimize time spent over the center where a downwind glide would not reach shore... minimizing the TOT (Time on Target). Most times, depending upon the destination, I go around the bottom then turn Northwest or Southeast bound remaining outside the Chicago Class B.

In the summer there are boats off shore, but not more than a few miles, and maybe a freighter out in the middle. If the engine quits in the zone where a glide to boat or shore can't happen, my belief is it was predestined to occur and I'm now along for the ride (and the final life lesson).

Following ditching, my hope (likely misguided) has always been there would be a rescue helicopter available, and the plane would float long enough for me to straddle the roof of the cabin for a while before sinking and dying. That thought was recently squashed after that Cirrus floated down into the lake and Coast Guard rescue was by boat, and not by helicopter.
 
I've looked at the option of crossing Lake Michigan (instead of dealing with ORD airspace) exactly once. Decided it's not worth it.
If i had to do it, my ditching kit would have to include a personal inflatable raft, radio and gps. All on a package that can be quiclky taken out of the aircraft as I exit. And for really cold weather, some sort of anti-exposure suit that would provide enough functional survival time to get the raft inflated and me in it.
Or accept the extra 45 minutes it takes to fly around it.
 
Rick A said:
Regarding Lake Michigan, I've always crossed it alone VFR at a narrower section, i.e. MTW, in the summer, at a high enough altitude to greatly minimize time spent over the center where a downwind glide would not reach shore... minimizing the TOT (Time on Target).
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Yep. In the Mooney, even crossing from Sheboygan up to Manistee can be done with glide to shore the whole time in the low to mid teens. "Summer" isn't necessarily good, though, the lake is at its coldest in April and warmest in October, so while there may be more boats out there starting on Memorial Day, the water is still very cold.

Rick A said:
Most times, depending upon the destination, I go around the bottom then turn Northwest or Southeast bound remaining outside the Chicago Class B.
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Same. In an airplane, the difference in time is so short it's generally just not worth going over.

Rick A said:
If the engine quits in the zone where a glide to boat or shore can't happen, my belief is it was predestined to occur and I'm now along for the ride (and the final life lesson).
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I hope you plan better than this statement would indicate.

Rick A said:
Following ditching, my hope (likely misguided) has always been there would be a rescue helicopter available, and the plane would float long enough for me to straddle the roof of the cabin for a while before sinking and dying. That thought was recently squashed after that Cirrus floated down into the lake and Coast Guard rescue was by boat, and not by helicopter.
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Planes don't float very well either - 10 minutes-ish seems to be fairly common, but I've also seen videos like the Cirrus that went into the Pacific where it sank in less than one minute! :o

AV8R_87 said:
If i had to do it, my ditching kit would have to include a personal inflatable raft, radio and gps. All on a package that can be quiclky taken out of the aircraft as I exit. And for really cold weather, some sort of anti-exposure suit that would provide enough functional survival time to get the raft inflated and me in it.
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It's worth getting some survival training and actually using the raft too. I did that just recently. If you're by yourself, no way in hell you're getting in that raft once you're in the water. It's just gonna flip over repeatedly.
 
They always leave a nice 1' of snow to dig out. Guess they want to make sure tenants get some exercise.
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Zeldman said:
I have actually heard folks on the radio complain about the visibility when the vis was down to 50 miles. :lol:
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A ground mapping pilot from out west who used our Pennsylvania airport for a while quit this gig early and went home. Said he couldn't stand the summer haze when the vis routinely was 5 miles (or less). Guess it's what you're accustomed to flying...
 
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UngaWunga said:
They always leave a nice 1' of snow to dig out. Guess they want to make sure tenants get some exercise.
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Jeez... why bother plowing? Seems airport operations wants tenants to stay trapped. Unless they plan on returning, drag it all out, then push that mess down to the ends of the taxiways.
 
They only plow so close due to liability. They dont want to hit your door and cause issues to the hangar and/or the airplane. Our airport is the same way.
 
Oh I know. But I need something to ***** about.
 
flyingcheesehead said:
The landing on the lake is much more likely to be survivable initially, but the lake will kill you in a much slower and more painful fashion.

I've already decided that if I'm ever dumb enough to put myself in a situation where I'm gonna be taking a freezing cold bath, I'm gonna roll inverted and pull so as to get it over with quickly.
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If Jack London's story "To Build a Fire" is correct, freezing to death is (after getting past the shivery part) falling asleep, feeling warm and sleepy. Don't know from personal experience though, only what I've read.
https://americanenglish.state.gov/files/ae/resource_files/to-build-a-fire.pdf
 

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Afternoon/evening flight to Galesburg (GBG), where I snagged a crew car and got a pint of chocolate almond fudge ice cream at a local shop. Kept it cold on the flight home.

... And now I plan to devour the entire pint tonight in one sitting like a gluttonous slob :D
 
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