Adventures in desert flying
Posted: Tue Jul 22, 2003 10:46 pm
'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.'
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.'