Re: Adventures in desert flying

[dcasali]

'I have just returned from a four day trip from Gooding, Idaho (80 miles
east of Boise) to Reno, Nevada-- 420 air miles each way-- under the
hottest conditions under which I have ever flown. My aircraft is a 1937
Fairchild 24 G (Warner 145) and, because of the long distances between
airports with services, I was at close to maximum weight for two hops of
the four I flew. We were two adults, minimal baggage, 2.5 gallons of
water, tools, tie-downs, etc, and 54 gallons of avgas.

On this trip I encountered difficulties keeping my oil temperature below
red line, and ended up landing early twice to avoid completely
overheating. (I do have a newfound appreciation of the towns of
Winnemucca and Lovelock, Nevada. If you must get stuck, choose Winnemucca.)

I tried several tactics to fight the overheating. I'd love to hear how
other pilots have handled this type of situation.

Here is the story:

We are having a bit of a heat wave. Let me rephrase that; it is hotter
than the hinges of hell here now, setting records every day and wilting
the tomatoes at 6000 feet. (Just kidding; can't grow tomatoes at 6000
ft). It is damn hot, and if this trip didn't involve a rendezvous with
my wife's sister and her husband, who were in Reno for a REO car club
meeting, I would have skipped it.

My plan was to try to complete all my flying before noon MDT, as it
appeared that temperatures were staying below 90 until then. Up with the
chickens and off into the cool dawn... (but chickens don't fly). I had
just changed the oil (3 gallons Phillips 25-60 radial oil) and given the
rocker arms their 25 hr grease job.

We departed Gooding at 0730 MDT, forty five minutes past sunrise (OK, I
understand why commercial airlines sometimes are late) with the air
temperature about 75 F. We immediately climbed into 85F air. Gooding is
at 3725 msl. To go south to Winnemucca, 280 air miles away, I had to
attain at least 7000 ft to negotiate a gap in a mountain range 80 miles
distant. We were heavy, but we made the climb and shot the gap with an
extra 500 ft in our pocket. I elected to remain at 7500 ft as our rate
of climb was abysmal (density altitude by then was well over 9000 ft. By
the time we were one hour out from Winnemucca, my oil temperature was up
to 82C. The old oil temp gauge in my aircraft has a hand painted red
line near the extreme right of the scale at about 92C.

82 C is still a good half inch from red-line, though quite hot for my
24G. My usual temps run 40-60C, but then the outside air is rarely over
70 at altitude. I richened the mixture to maximize cooling and the
temperature stabilized. I was flying at a fairly high angle of attack
and low airspeed (80 mph) with the tach at 1900 rpm.

Landing at Winnemucca was uneventful. By 1130 am local we were refueled
and ready to depart on our final 150 mile hop to Reno-Stead airport
(elevation 5100 msl) Density altitude on the ground a Winnemucca (3900
msl) was being reported on the AWOS as close to 7000 ft.

Although we were at least 100 lbs lighter than our takeoff earlier, we
climbed like a pig. The outside air temperature was now 95F at 5000 ft,
which was as high as we could wallow up to without exceeding 1950 rpm.
Forty miles out my oil temperature was at 85C and climbing. I was only
about 800 ft over an interstate highway, and it seemed that if I used
sufficient power to attain the 6500 feet I needed to get into Reno, I
would certainly exceed the oil temp red line. Oil pressure remained
steady. Cylinder head temp also held steady at 150C.

I decide to land at the next available airport, Lovelock, and work
things out on the ground.

A call to the Reno FSS confirmed that it was hot and would remain so
until at least 8pm local, half an hour before sunset.

I am not night current and my landing light is a no-op because I haven't
come up with a replacement for the burned out bulb (Grimes 12v--any
ideas out there?), so night flying was out. I believe that unless there
is a full moon and clear sky, night flying in the mountains is not a
life-enhancing proposition.

We spent the remainder of the day in scenic Lovelock. It was over 102F
and I can't really recommend it. Except for the angels.

The next morning at dawn the air was close to 80F on the ground. The
temperature jumped to 90F at 1000agl, then settled down to 85 by 7000
msl. The trip to Reno-Stead was uneventful; my oil temp never exceeded
80C. (The bleachers along the runway are a little weird, though. Since
they were empty I passed on a exhibition ground loop. Reno-Stead, I soon
learned, is the scene of the Reno Air Races.)

The following morning we began our return flight. Twenty four hours of
my brother in law is about maximum duration for any normal soul. This
night the low in Reno was 74F. a new record. The prior maximum low was
62F, set in 1931. About global warming....

Twenty four hours of my brother in law is about maximum duration for any
normal soul. We got off about an hour after dawn, climbed to 7500 ft,
and flew direct to Winnemucca. By the time we reached Winnemucca it was
10am local, and ground temperature was 90F. The flight from Winnemucca
to Gooding is over remote high desert landscapes. There is no fuel,
little water, two emergency strips without significant towns nearby,
and roads along only the southernmost half of the route. It takes me
between 3 and 31/2 hrs to complete this leg.

It was too late to start. The thought of a precautionary landing at Rome
State or McDermitt was not appealing, although more appealing than a
stranding on road or playa in 105F weather. We inquired about renting a
car at the FBO; they nodded their heads at an old Bronco and said,
"Don't rent, you can use this". Aviation people are great. The bronco
started without problems, rearview mirror, door handle, or shift
indicator (it was an automatic) The driveline lash was awesome. The air
conditioning was dead. But, it was free, it was ours, and we were
grateful. (We filled it up in town)

We found a clean motel, a great breakfast place (The Griddle), and
explored Winnemucca. We also napped.. we are not morning people, and we
had now been up with the dawn three days running.

Next morning we made our earliest start. We got off about 15 minutes
before sunrise. Ground temperature was about 78. We again immediately
found an inversion, with the temp hitting 90F at 1000agl (this at
sunrise!). However, it takes a while for my oil to heat up, so on this
leg I maintained a high power setting (1950rpm) and we climbed for the
next half hour, reaching 9000msl. We did not reach the thermocline, but
the temperature receded to 75F, and I was able to reduce power while
holding a fairly high angle of attach (75mph airspeed) and the oil temp
stabilized at 85C. (My Garmin tells me we were at a density altitude of
11000 ft). The flight home was uneventful.

My conclusion is that my best tactic was that employed on my last hop: a
determined climb to the coolest air one can reach. I can also certainly
see the benefit of night flying under these circumstances.

I'm not sure that I saw all that much effect on oil temperature from
running full rich.

At no time did my oil pressure or cylinder head temp move into abnormal
ranges. I don't know really what the oil temp redline is based upon, or
whether it takes into account modern multiviscosity oil. I don't know
how long one can fly at or over redline, or what exactly the effect on
the engine might be. (I'm not prepared to experiment here; I'd love to
hear some of your opinions)

Oh, the angels of Lovelock.

Lovelock must really dislike airport noise, because they built the strip
at least 10 air miles from the town (population 2000). At the field you
will find an abandoned flight service station (remember those?) now
converted to a pilot lounge, and a trailer rented to a local. No
services. One phone in an oven of a doorway. The pilot lounge has an
air conditioner (thank you, lord) that keeps it below 85. Barely.

We were in the lounge recuperating (stress plus extreme heat really wear
one out) when a young woman drove up and joined us. She was awaiting an
angel flight from San Francisco returning a young boy who was undergoing
chemotherapy and his mother. We chatted a bit about our predicament,
then the flight arrived and she drove away with her passengers.

Less than an hour later, a second car pulls up, and two young women get
out. These were the sisters of the first woman. They entered carrying a
large bag. "We heard you were stranded. We've brought you some cold
drinks and food." Their father had once been involved with the airport,
and this was just what you do... These were the angels of Lovelock.
Flying people, I love 'em.'

[danMichael]

'Dan:

I enjoyed reading the account of your flight. Last fall I flew my 1946
24R up and down the East Coast. I also encountered oil temps
approaching redline when crossing Georgia and the Carolinas with the
ground temperature approaching 100F (I dont have an ambient temp gauge,
but it was hot at altitude, too). Fortunately the oil temperature
stabilized just below redline before I had to abort the flight, but it
wasnt a pleasant experience. I have since wondered if this was normal
given the conditions or if the oil cooler was unable to reject
sufficient heat and needs internal cleaning to remove built-up carbon.
I dont usually fly on the occasions it gets that hot around the
midwest, so it hasnt been an issue.

> I am not night current and my landing light is a no-op because I
> haven't
> come up with a replacement for the burned out bulb (Grimes 12v--any
> ideas out there?)

According to Tom Leatherwood at Avlite Aviation
, there is a kit available to convert
the Grimes ST-250 to use a modern sealed beam. It is Grimes part
number B-2890A. He didnt answer my list of questions about this kit
when I contacted him a couple months ago and Ive been distracted in the
meantime. I plan to pursue this eventually.

:Dan Michael
:NC81323
:Chicago, USA'

[Jamie Treat]

'Dan,

Rule of thumb is. 100 degrees F Oil Temp plus outside air. In Texas it was
common to be over 200 F with the low pressure cowl systems. Charlie Bell
will exceed 200 F all the time with his Warner 165 in the hot moist Fla air.
And he has a sweat running Warner.

Jamie

----- Original Message -----
From: "Dan Casali"
To: "Fairchild List"
Sent: Tuesday, July 22, 2003 10:46 PM
Subject: [fairchildclub] Adventures in desert flying


> I have just returned from a four day trip from Gooding, Idaho (80 miles
> east of Boise) to Reno, Nevada-- 420 air miles each way-- under the
> hottest conditions under which I have ever flown. My aircraft is a 1937
> Fairchild 24 G (Warner 145) and, because of the long distances between
> airports with services, I was at close to maximum weight for two hops of
> the four I flew. We were two adults, minimal baggage, 2.5 gallons of
> water, tools, tie-downs, etc, and 54 gallons of avgas.
>
> On this trip I encountered difficulties keeping my oil temperature below
> red line, and ended up landing early twice to avoid completely
> overheating. (I do have a newfound appreciation of the towns of
> Winnemucca and Lovelock, Nevada. If you must get stuck, choose
Winnemucca.)
>
> I tried several tactics to fight the overheating. I'd love to hear how
> other pilots have handled this type of situation.
>
> Here is the story:
>
> We are having a bit of a heat wave. Let me rephrase that; it is hotter
> than the hinges of hell here now, setting records every day and wilting
> the tomatoes at 6000 feet. (Just kidding; can't grow tomatoes at 6000
> ft). It is damn hot, and if this trip didn't involve a rendezvous with
> my wife's sister and her husband, who were in Reno for a REO car club
> meeting, I would have skipped it.
>
> My plan was to try to complete all my flying before noon MDT, as it
> appeared that temperatures were staying below 90 until then. Up with the
> chickens and off into the cool dawn... (but chickens don't fly). I had
> just changed the oil (3 gallons Phillips 25-60 radial oil) and given the
> rocker arms their 25 hr grease job.
>
> We departed Gooding at 0730 MDT, forty five minutes past sunrise (OK, I
> understand why commercial airlines sometimes are late) with the air
> temperature about 75 F. We immediately climbed into 85F air. Gooding is
> at 3725 msl. To go south to Winnemucca, 280 air miles away, I had to
> attain at least 7000 ft to negotiate a gap in a mountain range 80 miles
> distant. We were heavy, but we made the climb and shot the gap with an
> extra 500 ft in our pocket. I elected to remain at 7500 ft as our rate
> of climb was abysmal (density altitude by then was well over 9000 ft. By
> the time we were one hour out from Winnemucca, my oil temperature was up
> to 82C. The old oil temp gauge in my aircraft has a hand painted red
> line near the extreme right of the scale at about 92C.
>
> 82 C is still a good half inch from red-line, though quite hot for my
> 24G. My usual temps run 40-60C, but then the outside air is rarely over
> 70 at altitude. I richened the mixture to maximize cooling and the
> temperature stabilized. I was flying at a fairly high angle of attack
> and low airspeed (80 mph) with the tach at 1900 rpm.
>
> Landing at Winnemucca was uneventful. By 1130 am local we were refueled
> and ready to depart on our final 150 mile hop to Reno-Stead airport
> (elevation 5100 msl) Density altitude on the ground a Winnemucca (3900
> msl) was being reported on the AWOS as close to 7000 ft.
>
> Although we were at least 100 lbs lighter than our takeoff earlier, we
> climbed like a pig. The outside air temperature was now 95F at 5000 ft,
> which was as high as we could wallow up to without exceeding 1950 rpm.
> Forty miles out my oil temperature was at 85C and climbing. I was only
> about 800 ft over an interstate highway, and it seemed that if I used
> sufficient power to attain the 6500 feet I needed to get into Reno, I
> would certainly exceed the oil temp red line. Oil pressure remained
> steady. Cylinder head temp also held steady at 150C.
>
> I decide to land at the next available airport, Lovelock, and work
> things out on the ground.
>
> A call to the Reno FSS confirmed that it was hot and would remain so
> until at least 8pm local, half an hour before sunset.
>
> I am not night current and my landing light is a no-op because I haven't
> come up with a replacement for the burned out bulb (Grimes 12v--any
> ideas out there?), so night flying was out. I believe that unless there
> is a full moon and clear sky, night flying in the mountains is not a
> life-enhancing proposition.
>
> We spent the remainder of the day in scenic Lovelock. It was over 102F
> and I can't really recommend it. Except for the angels.
>
> The next morning at dawn the air was close to 80F on the ground. The
> temperature jumped to 90F at 1000agl, then settled down to 85 by 7000
> msl. The trip to Reno-Stead was uneventful; my oil temp never exceeded
> 80C. (The bleachers along the runway are a little weird, though. Since
> they were empty I passed on a exhibition ground loop. Reno-Stead, I soon
> learned, is the scene of the Reno Air Races.)
>
> The following morning we began our return flight. Twenty four hours of
> my brother in law is about maximum duration for any normal soul. This
> night the low in Reno was 74F. a new record. The prior maximum low was
> 62F, set in 1931. About global warming....
>
> Twenty four hours of my brother in law is about maximum duration for any
> normal soul. We got off about an hour after dawn, climbed to 7500 ft,
> and flew direct to Winnemucca. By the time we reached Winnemucca it was
> 10am local, and ground temperature was 90F. The flight from Winnemucca
> to Gooding is over remote high desert landscapes. There is no fuel,
> little water, two emergency strips without significant towns nearby,
> and roads along only the southernmost half of the route. It takes me
> between 3 and 31/2 hrs to complete this leg.
>
> It was too late to start. The thought of a precautionary landing at Rome
> State or McDermitt was not appealing, although more appealing than a
> stranding on road or playa in 105F weather. We inquired about renting a
> car at the FBO; they nodded their heads at an old Bronco and said,
> "Don't rent, you can use this". Aviation people are great. The bronco
> started without problems, rearview mirror, door handle, or shift
> indicator (it was an automatic) The driveline lash was awesome. The air
> conditioning was dead. But, it was free, it was ours, and we were
> grateful. (We filled it up in town)
>
> We found a clean motel, a great breakfast place (The Griddle), and
> explored Winnemucca. We also napped.. we are not morning people, and we
> had now been up with the dawn three days running.
>
> Next morning we made our earliest start. We got off about 15 minutes
> before sunrise. Ground temperature was about 78. We again immediately
> found an inversion, with the temp hitting 90F at 1000agl (this at
> sunrise!). However, it takes a while for my oil to heat up, so on this
> leg I maintained a high power setting (1950rpm) and we climbed for the
> next half hour, reaching 9000msl. We did not reach the thermocline, but
> the temperature receded to 75F, and I was able to reduce power while
> holding a fairly high angle of attach (75mph airspeed) and the oil temp
> stabilized at 85C. (My Garmin tells me we were at a density altitude of
> 11000 ft). The flight home was uneventful.
>
> My conclusion is that my best tactic was that employed on my last hop: a
> determined climb to the coolest air one can reach. I can also certainly
> see the benefit of night flying under these circumstances.
>
> I'm not sure that I saw all that much effect on oil temperature from
> running full rich.
>
> At no time did my oil pressure or cylinder head temp move into abnormal
> ranges. I don't know really what the oil temp redline is based upon, or
> whether it takes into account modern multiviscosity oil. I don't know
> how long one can fly at or over redline, or what exactly the effect on
> the engine might be. (I'm not prepared to experiment here; I'd love to
> hear some of your opinions)
>
> Oh, the angels of Lovelock.
>
> Lovelock must really dislike airport noise, because they built the strip
> at least 10 air miles from the town (population 2000). At the field you
> will find an abandoned flight service station (remember those?) now
> converted to a pilot lounge, and a trailer rented to a local. No
> services. One phone in an oven of a doorway. The pilot lounge has an
> air conditioner (thank you, lord) that keeps it below 85. Barely.
>
> We were in the lounge recuperating (stress plus extreme heat really wear
> one out) when a young woman drove up and joined us. She was awaiting an
> angel flight from San Francisco returning a young boy who was undergoing
> chemotherapy and his mother. We chatted a bit about our predicament,
> then the flight arrived and she drove away with her passengers.
>
> Less than an hour later, a second car pulls up, and two young women get
> out. These were the sisters of the first woman. They entered carrying a
> large bag. "We heard you were stranded. We've brought you some cold
> drinks and food." Their father had once been involved with the airport,
> and this was just what you do... These were the angels of Lovelock.
> Flying people, I love 'em.
>
>
>
> To unsubscribe from this group, send an email to:
> fairchildclub-unsubscribe@yahoogroups.com
>
>
>
> Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
>
>

'

[John Berendt]

'Dan,

Charlie Bell installed and Oil cooler on his 165 Warner I will see Charlie
in 10 days and will ask him about the installation.

John Berendt

----- Original Message -----
From: "Dan Casali"
To: "Fairchild List"
Sent: Tuesday, July 22, 2003 11:46 PM
Subject: [fairchildclub] Adventures in desert flying


> I have just returned from a four day trip from Gooding, Idaho (80 miles
> east of Boise) to Reno, Nevada-- 420 air miles each way-- under the
> hottest conditions under which I have ever flown. My aircraft is a 1937
> Fairchild 24 G (Warner 145) and, because of the long distances between
> airports with services, I was at close to maximum weight for two hops of
> the four I flew. We were two adults, minimal baggage, 2.5 gallons of
> water, tools, tie-downs, etc, and 54 gallons of avgas.
>
> On this trip I encountered difficulties keeping my oil temperature below
> red line, and ended up landing early twice to avoid completely
> overheating. (I do have a newfound appreciation of the towns of
> Winnemucca and Lovelock, Nevada. If you must get stuck, choose
Winnemucca.)
>
> I tried several tactics to fight the overheating. I'd love to hear how
> other pilots have handled this type of situation.
>
> Here is the story:
>
> We are having a bit of a heat wave. Let me rephrase that; it is hotter
> than the hinges of hell here now, setting records every day and wilting
> the tomatoes at 6000 feet. (Just kidding; can't grow tomatoes at 6000
> ft). It is damn hot, and if this trip didn't involve a rendezvous with
> my wife's sister and her husband, who were in Reno for a REO car club
> meeting, I would have skipped it.
>
> My plan was to try to complete all my flying before noon MDT, as it
> appeared that temperatures were staying below 90 until then. Up with the
> chickens and off into the cool dawn... (but chickens don't fly). I had
> just changed the oil (3 gallons Phillips 25-60 radial oil) and given the
> rocker arms their 25 hr grease job.
>
> We departed Gooding at 0730 MDT, forty five minutes past sunrise (OK, I
> understand why commercial airlines sometimes are late) with the air
> temperature about 75 F. We immediately climbed into 85F air. Gooding is
> at 3725 msl. To go south to Winnemucca, 280 air miles away, I had to
> attain at least 7000 ft to negotiate a gap in a mountain range 80 miles
> distant. We were heavy, but we made the climb and shot the gap with an
> extra 500 ft in our pocket. I elected to remain at 7500 ft as our rate
> of climb was abysmal (density altitude by then was well over 9000 ft. By
> the time we were one hour out from Winnemucca, my oil temperature was up
> to 82C. The old oil temp gauge in my aircraft has a hand painted red
> line near the extreme right of the scale at about 92C.
>
> 82 C is still a good half inch from red-line, though quite hot for my
> 24G. My usual temps run 40-60C, but then the outside air is rarely over
> 70 at altitude. I richened the mixture to maximize cooling and the
> temperature stabilized. I was flying at a fairly high angle of attack
> and low airspeed (80 mph) with the tach at 1900 rpm.
>
> Landing at Winnemucca was uneventful. By 1130 am local we were refueled
> and ready to depart on our final 150 mile hop to Reno-Stead airport
> (elevation 5100 msl) Density altitude on the ground a Winnemucca (3900
> msl) was being reported on the AWOS as close to 7000 ft.
>
> Although we were at least 100 lbs lighter than our takeoff earlier, we
> climbed like a pig. The outside air temperature was now 95F at 5000 ft,
> which was as high as we could wallow up to without exceeding 1950 rpm.
> Forty miles out my oil temperature was at 85C and climbing. I was only
> about 800 ft over an interstate highway, and it seemed that if I used
> sufficient power to attain the 6500 feet I needed to get into Reno, I
> would certainly exceed the oil temp red line. Oil pressure remained
> steady. Cylinder head temp also held steady at 150C.
>
> I decide to land at the next available airport, Lovelock, and work
> things out on the ground.
>
> A call to the Reno FSS confirmed that it was hot and would remain so
> until at least 8pm local, half an hour before sunset.
>
> I am not night current and my landing light is a no-op because I haven't
> come up with a replacement for the burned out bulb (Grimes 12v--any
> ideas out there?), so night flying was out. I believe that unless there
> is a full moon and clear sky, night flying in the mountains is not a
> life-enhancing proposition.
>
> We spent the remainder of the day in scenic Lovelock. It was over 102F
> and I can't really recommend it. Except for the angels.
>
> The next morning at dawn the air was close to 80F on the ground. The
> temperature jumped to 90F at 1000agl, then settled down to 85 by 7000
> msl. The trip to Reno-Stead was uneventful; my oil temp never exceeded
> 80C. (The bleachers along the runway are a little weird, though. Since
> they were empty I passed on a exhibition ground loop. Reno-Stead, I soon
> learned, is the scene of the Reno Air Races.)
>
> The following morning we began our return flight. Twenty four hours of
> my brother in law is about maximum duration for any normal soul. This
> night the low in Reno was 74F. a new record. The prior maximum low was
> 62F, set in 1931. About global warming....
>
> Twenty four hours of my brother in law is about maximum duration for any
> normal soul. We got off about an hour after dawn, climbed to 7500 ft,
> and flew direct to Winnemucca. By the time we reached Winnemucca it was
> 10am local, and ground temperature was 90F. The flight from Winnemucca
> to Gooding is over remote high desert landscapes. There is no fuel,
> little water, two emergency strips without significant towns nearby,
> and roads along only the southernmost half of the route. It takes me
> between 3 and 31/2 hrs to complete this leg.
>
> It was too late to start. The thought of a precautionary landing at Rome
> State or McDermitt was not appealing, although more appealing than a
> stranding on road or playa in 105F weather. We inquired about renting a
> car at the FBO; they nodded their heads at an old Bronco and said,
> "Don't rent, you can use this". Aviation people are great. The bronco
> started without problems, rearview mirror, door handle, or shift
> indicator (it was an automatic) The driveline lash was awesome. The air
> conditioning was dead. But, it was free, it was ours, and we were
> grateful. (We filled it up in town)
>
> We found a clean motel, a great breakfast place (The Griddle), and
> explored Winnemucca. We also napped.. we are not morning people, and we
> had now been up with the dawn three days running.
>
> Next morning we made our earliest start. We got off about 15 minutes
> before sunrise. Ground temperature was about 78. We again immediately
> found an inversion, with the temp hitting 90F at 1000agl (this at
> sunrise!). However, it takes a while for my oil to heat up, so on this
> leg I maintained a high power setting (1950rpm) and we climbed for the
> next half hour, reaching 9000msl. We did not reach the thermocline, but
> the temperature receded to 75F, and I was able to reduce power while
> holding a fairly high angle of attach (75mph airspeed) and the oil temp
> stabilized at 85C. (My Garmin tells me we were at a density altitude of
> 11000 ft). The flight home was uneventful.
>
> My conclusion is that my best tactic was that employed on my last hop: a
> determined climb to the coolest air one can reach. I can also certainly
> see the benefit of night flying under these circumstances.
>
> I'm not sure that I saw all that much effect on oil temperature from
> running full rich.
>
> At no time did my oil pressure or cylinder head temp move into abnormal
> ranges. I don't know really what the oil temp redline is based upon, or
> whether it takes into account modern multiviscosity oil. I don't know
> how long one can fly at or over redline, or what exactly the effect on
> the engine might be. (I'm not prepared to experiment here; I'd love to
> hear some of your opinions)
>
> Oh, the angels of Lovelock.
>
> Lovelock must really dislike airport noise, because they built the strip
> at least 10 air miles from the town (population 2000). At the field you
> will find an abandoned flight service station (remember those?) now
> converted to a pilot lounge, and a trailer rented to a local. No
> services. One phone in an oven of a doorway. The pilot lounge has an
> air conditioner (thank you, lord) that keeps it below 85. Barely.
>
> We were in the lounge recuperating (stress plus extreme heat really wear
> one out) when a young woman drove up and joined us. She was awaiting an
> angel flight from San Francisco returning a young boy who was undergoing
> chemotherapy and his mother. We chatted a bit about our predicament,
> then the flight arrived and she drove away with her passengers.
>
> Less than an hour later, a second car pulls up, and two young women get
> out. These were the sisters of the first woman. They entered carrying a
> large bag. "We heard you were stranded. We've brought you some cold
> drinks and food." Their father had once been involved with the airport,
> and this was just what you do... These were the angels of Lovelock.
> Flying people, I love 'em.
>
>
>
> To unsubscribe from this group, send an email to:
> fairchildclub-unsubscribe@yahoogroups.com
>
>
>
> Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
>
>

'

[Thekortas@aol.com]

'Dan: Great story. Thanks for sharing it with us. Steve Korta
NC77645 F24R46A'

[Jamie S. Treat]

'Dan,

Running the temp numbers this AM. Overall your engine was running
very cool for the outside air temps. My old Ranger runs 170F
normally. You have a cool running Warner 145. Your highest obtained
was 179. Redline set at 197.6 (200F). Not bad for an old engine. I
wish the old Cont Engines would stay below 200 F even with a 6 inch
oil Cooler installed. As John stated, Charlie installed and oil
cooler on his 24W46 165 Warner. If memory serves, did not do much to
cool. Give Charlie a call if interested. I think I have the FAA 337
paperwork in my to be worked box. The Fairchild CD Rom has the
drawing, located in the Parts and Services File.
(F24_Oil_Cooler_Addition.pdf)

Jamie

0--- In fairchildclub@yahoogroups.com, Jamie Treat
wrote:

> Dan,
>
> Rule of thumb is. 100 degrees F Oil Temp plus outside air. In Texas

it was

> common to be over 200 F with the low pressure cowl systems. Charlie

Bell

> will exceed 200 F all the time with his Warner 165 in the hot moist

Fla air.

> And he has a sweat running Warner.
>
> Jamie
>
>
> ----- Original Message -----
> From: "Dan Casali"
> To: "Fairchild List"
> Sent: Tuesday, July 22, 2003 10:46 PM
> Subject: [fairchildclub] Adventures in desert flying
>
>
> > I have just returned from a four day trip from Gooding, Idaho (80

miles

> > east of Boise) to Reno, Nevada-- 420 air miles each way-- under

the

> > hottest conditions under which I have ever flown. My aircraft is

a 1937

> > Fairchild 24 G (Warner 145) and, because of the long distances

between

> > airports with services, I was at close to maximum weight for two

hops of

> > the four I flew. We were two adults, minimal baggage, 2.5 gallons

of

> > water, tools, tie-downs, etc, and 54 gallons of avgas.
> >
> > On this trip I encountered difficulties keeping my oil

temperature below

> > red line, and ended up landing early twice to avoid completely
> > overheating. (I do have a newfound appreciation of the towns of
> > Winnemucca and Lovelock, Nevada. If you must get stuck, choose
> Winnemucca.)
> >
> > I tried several tactics to fight the overheating. I'd love to

hear how

> > other pilots have handled this type of situation.
> >
> > Here is the story:
> >
> > We are having a bit of a heat wave. Let me rephrase that; it is

hotter

> > than the hinges of hell here now, setting records every day and

wilting

> > the tomatoes at 6000 feet. (Just kidding; can't grow tomatoes at

6000

> > ft). It is damn hot, and if this trip didn't involve a rendezvous

with

> > my wife's sister and her husband, who were in Reno for a REO car

club

> > meeting, I would have skipped it.
> >
> > My plan was to try to complete all my flying before noon MDT, as

it

> > appeared that temperatures were staying below 90 until then. Up

with the

> > chickens and off into the cool dawn... (but chickens don't fly).

I had

> > just changed the oil (3 gallons Phillips 25-60 radial oil) and

given the

> > rocker arms their 25 hr grease job.
> >
> > We departed Gooding at 0730 MDT, forty five minutes past sunrise

(OK, I

> > understand why commercial airlines sometimes are late) with the

air

> > temperature about 75 F. We immediately climbed into 85F air.

Gooding is

> > at 3725 msl. To go south to Winnemucca, 280 air miles away, I had

to

> > attain at least 7000 ft to negotiate a gap in a mountain range 80

miles

> > distant. We were heavy, but we made the climb and shot the gap

with an

> > extra 500 ft in our pocket. I elected to remain at 7500 ft as our

rate

> > of climb was abysmal (density altitude by then was well over 9000

ft. By

> > the time we were one hour out from Winnemucca, my oil temperature

was up

> > to 82C. The old oil temp gauge in my aircraft has a hand painted

red

> > line near the extreme right of the scale at about 92C.
> >
> > 82 C is still a good half inch from red-line, though quite hot

for my

> > 24G. My usual temps run 40-60C, but then the outside air is

rarely over

> > 70 at altitude. I richened the mixture to maximize cooling and the
> > temperature stabilized. I was flying at a fairly high angle of

attack

> > and low airspeed (80 mph) with the tach at 1900 rpm.
> >
> > Landing at Winnemucca was uneventful. By 1130 am local we were

refueled

> > and ready to depart on our final 150 mile hop to Reno-Stead

airport

> > (elevation 5100 msl) Density altitude on the ground a Winnemucca

(3900

> > msl) was being reported on the AWOS as close to 7000 ft.
> >
> > Although we were at least 100 lbs lighter than our takeoff

earlier, we

> > climbed like a pig. The outside air temperature was now 95F at

5000 ft,

> > which was as high as we could wallow up to without exceeding 1950

rpm.

> > Forty miles out my oil temperature was at 85C and climbing. I

was only

> > about 800 ft over an interstate highway, and it seemed that if I

used

> > sufficient power to attain the 6500 feet I needed to get into

Reno, I

> > would certainly exceed the oil temp red line. Oil pressure

remained

> > steady. Cylinder head temp also held steady at 150C.
> >
> > I decide to land at the next available airport, Lovelock, and

work

> > things out on the ground.
> >
> > A call to the Reno FSS confirmed that it was hot and would remain

so

> > until at least 8pm local, half an hour before sunset.
> >
> > I am not night current and my landing light is a no-op because I

haven't

> > come up with a replacement for the burned out bulb (Grimes 12v--

any

> > ideas out there?), so night flying was out. I believe that unless

there

> > is a full moon and clear sky, night flying in the mountains is

not a

> > life-enhancing proposition.
> >
> > We spent the remainder of the day in scenic Lovelock. It was over

102F

> > and I can't really recommend it. Except for the angels.
> >
> > The next morning at dawn the air was close to 80F on the ground.

The

> > temperature jumped to 90F at 1000agl, then settled down to 85 by

7000

> > msl. The trip to Reno-Stead was uneventful; my oil temp never

exceeded

> > 80C. (The bleachers along the runway are a little weird, though.

Since

> > they were empty I passed on a exhibition ground loop. Reno-Stead,

I soon

> > learned, is the scene of the Reno Air Races.)
> >
> > The following morning we began our return flight. Twenty four

hours of

> > my brother in law is about maximum duration for any normal soul.

This

> > night the low in Reno was 74F. a new record. The prior maximum

low was

> > 62F, set in 1931. About global warming....
> >
> > Twenty four hours of my brother in law is about maximum duration

for any

> > normal soul. We got off about an hour after dawn, climbed to 7500

ft,

> > and flew direct to Winnemucca. By the time we reached Winnemucca

it was

> > 10am local, and ground temperature was 90F. The flight from

Winnemucca

> > to Gooding is over remote high desert landscapes. There is no

fuel,

> > little water, two emergency strips without significant towns

nearby,

> > and roads along only the southernmost half of the route. It takes

me

> > between 3 and 31/2 hrs to complete this leg.
> >
> > It was too late to start. The thought of a precautionary landing

at Rome

> > State or McDermitt was not appealing, although more appealing

than a

> > stranding on road or playa in 105F weather. We inquired about

renting a

> > car at the FBO; they nodded their heads at an old Bronco and said,
> > "Don't rent, you can use this". Aviation people are great. The

bronco

> > started without problems, rearview mirror, door handle, or shift
> > indicator (it was an automatic) The driveline lash was awesome.

The air

> > conditioning was dead. But, it was free, it was ours, and we were
> > grateful. (We filled it up in town)
> >
> > We found a clean motel, a great breakfast place (The Griddle),

and

> > explored Winnemucca. We also napped.. we are not morning people,

and we

> > had now been up with the dawn three days running.
> >
> > Next morning we made our earliest start. We got off about 15

minutes

> > before sunrise. Ground temperature was about 78. We again

immediately

> > found an inversion, with the temp hitting 90F at 1000agl (this at
> > sunrise!). However, it takes a while for my oil to heat up, so on

this

> > leg I maintained a high power setting (1950rpm) and we climbed

for the

> > next half hour, reaching 9000msl. We did not reach the

thermocline, but

> > the temperature receded to 75F, and I was able to reduce power

while

> > holding a fairly high angle of attach (75mph airspeed) and the

oil temp

> > stabilized at 85C. (My Garmin tells me we were at a density

altitude of

> > 11000 ft). The flight home was uneventful.
> >
> > My conclusion is that my best tactic was that employed on my last

hop: a

> > determined climb to the coolest air one can reach. I can also

certainly

> > see the benefit of night flying under these circumstances.
> >
> > I'm not sure that I saw all that much effect on oil temperature

from

> > running full rich.
> >
> > At no time did my oil pressure or cylinder head temp move into

abnormal

> > ranges. I don't know really what the oil temp redline is based

upon, or

> > whether it takes into account modern multiviscosity oil. I don't

know

> > how long one can fly at or over redline, or what exactly the

effect on

> > the engine might be. (I'm not prepared to experiment here; I'd

love to

> > hear some of your opinions)
> >
> > Oh, the angels of Lovelock.
> >
> > Lovelock must really dislike airport noise, because they built

the strip

> > at least 10 air miles from the town (population 2000). At the

field you

> > will find an abandoned flight service station (remember those?)

now

> > converted to a pilot lounge, and a trailer rented to a local. No
> > services. One phone in an oven of a doorway. The pilot lounge

has an

> > air conditioner (thank you, lord) that keeps it below 85. Barely.
> >
> > We were in the lounge recuperating (stress plus extreme heat

really wear

> > one out) when a young woman drove up and joined us. She was

awaiting an

> > angel flight from San Francisco returning a young boy who was

undergoing

> > chemotherapy and his mother. We chatted a bit about our

predicament,

> > then the flight arrived and she drove away with her passengers.
> >
> > Less than an hour later, a second car pulls up, and two young

women get

> > out. These were the sisters of the first woman. They entered

carrying a

> > large bag. "We heard you were stranded. We've brought you some

cold

> > drinks and food." Their father had once been involved with the

airport,

> > and this was just what you do... These were the angels of

Lovelock.

> > Flying people, I love 'em.
> >
> >
> >
> > To unsubscribe from this group, send an email to:
> > fairchildclub-unsubscribe@yahoogroups.com
> >
> >
> >
> > Your use of Yahoo! Groups is subject to

http://docs.yahoo.com/info/terms/

> >
> >

'