Winter Flying, all over again

[Jay Honeck]

So this afternoon was perfect VFR, after the storms of yesterday.
Realizing that we wouldn't be able to fly for at least another week, due to
upcoming holiday commitments, it was obvious what needed to be done:
Fly -- right now!

Problem: Two inches of snow had fallen yesterday, on top of heavy rain, and
the then plummeted to 12 above zero. This combination invariably resulted
in a pounded-down layer of hard snow over glare ice -- the perfect scenario
for a "no-brakes" runway condition...

Oh well. I originally trained in Wisconsin, in winter, and learned early-on
how to deal with snow and icy runways. We've flown in the upper MidWest for
ten years, and have simply learned to adapt. With my son home sick in bed
(Flu? Half his school is out with it!) we loaded up my daughter and headed
to the frigid hangar...

Sure enough, the hangar door was frozen to the ground. A firm yank on the
chain broke it free, but the door was heavy with the frozen concoction that
had blown against it, and then frozen solid. Between the weight and the
cold, it was at least twice as heavy to lift as on a hot summer's day!

Then came the fun of pre-flighting in wind chills of -10 degrees. While my
daughter played in the snow (how come they never seem to feel the cold?) I
naturally opted for an "in-hangar" pre-flight -- but it was still damned
cold. Finally, we had to face the fun of pulling Atlas out of his hangar,
onto the packed down ice and snow. This required both of us, since as one
would lose traction, the other could keep pulling...

With our dual cylinder and sump heaters, the engine was as warm as on any
August afternoon, and started on the first blade. We inside were not so
pampered, and shivered in the cold while we tried to minimize our
exhalations, lest they freeze on the windows. Taxiing required more RPMs
than normal, just to roll us across the crusty white stuff...

Arriving at the end of the taxiway, we were greeted by a fellow pilot
working the pattern. The sky was a brilliant azure blue and hot pink, with
the sun already setting on this mid-December day. Sunset is at 4:30 at this
time of year, and the winds were dying down accordingly. Everything
sparkled intensely in the blindingly white, new snow...

Waiting for his arrival in the pattern, I determined that we had plenty of
time for a normal run-up and departure. With my 10-year old daughter as
co-pilot, I asked her to hold the yoke while I ran up to 2000 RPM. We
immediately started sliding, so I knew that the NOTAM for this runway would
read "Braking action: Nil". Exercising the prop, I was amazed at how stiff
the linkage was, but all checks were "in the green", so we rolled out onto
runway 30 for departure.

Turning was "interesting", requiring differential braking to get aligned
with the runway. But then, with a last glance at the sky and the gauges,
it was time to go!

Throttle response was smooth and throaty, as all six cylinders heaved into
action as one. The runway crunched beneath us as the takeoff roll swiftly
accelerated, but directional control was accomplished as much with rudder as
by steering. This was one slick runway!

Atlas fairly leapt off the ground, despite carrying 84 gallons of gas, and
dragging through all that crunchy snow. It felt like we had an extra 100
horsepower, as we climbed out at an impossibly steep deck angle, up and into
the pattern. As I turned crosswind, then downwind, calling out my position
to my fellow pilots, I was astounded to note that I was climbing like a
rocket through 2300 feet -- 1600 feet, AGL -- before hitting downwind!

Needless to say, I pulled the throttle back, trying to minimize shock
cooling as much as possible, and started drifting back down to pattern
altitude! Still, starting that high, it was impossible to lose that much
altitude in a normal pattern, so I extended downwind while scrubbing away as
much excess altitude as possible.

The air was thick and deliciously full of lift -- I just could NOT get Atlas
to come down! Amazingly, the winds aloft were zipping us along at 125
knots, with the throttle at idle, but it was absolutely still air. Banking
smoothly onto base leg, we settled into a stabilized approach that couldn't
have been more solid had we been mounted on rails...

This first one would be a touch and go, and I opted for two notches of
flaps. Knowing that the surface was irregular but mostly cleared of snow, I
concentrated on minimizing any side stresses, aiming deliberately and
carefully down the imaginary center-line, completely obscured as it was...

....ever so gently, the wheels kissed the snow. I immediately applied full
power, and Atlas literally howled at the moon, and all I could see was sky.
Mary, in the back seat, exclaimed that I had cheated, and never touched the
runway -- but Atlas and I knew better...

Up and around again, this time more aware of our increased performance, I
opted to depart the pattern for a brief flight over to my daughter's school,
and our home. Circling slowly in the angled sunlight, we took some great
pictures of her favorite playground....

Then it was back to the pattern, but this time I would do a low approach
down Runway 25. This would give Mary the optimal angle to take pictures of
the Inn with the setting sunlight highlighting the new snow. Down final we
glided, while I applied the proper cross-wind correction to keep us aligned
with the extended centerline, Mary snapping away... Then it was full power,
and off we climbed once again.

Finally, it was time for our fun to end. The cabin was now toasty warm, and
the sun was setting on the horizon like a giant ball of fire. Atlas was
performing flawlessly, the wind was right down the runway at 4 knots, and
all was right with the world. The lights of the city were winking on, and I
clicked the PTT repeatedly in order to fire up the suddenly needed runway
lights.

This one would be full stop, without brakes. Luckily, runway 30 is over
4500 feet long, and the snow would provide a fair amount of directional
control. Down we slid on final, just a smidge slower than normal, utilizing
all three notches of flaps, and touched down ever-so-lightly on the
snow-covered runway. Holding the nosewheel off as long as possible,
maintaining directional control with rudder once again, I was rewarded with
one of those rare, perfect landings. They don't come very often, but this
was one of those landings where you know that there is absolutely no way to
improve upon any single aspect of it -- we had achieved the nirvana of
landings. Even Mary "oooohed" as we smoothly rolled out, easily stopping
before the first intersection -- without brakes.

Some days are better than others. This one made me glad that we don't lock
the hangar door after Halloween, like so many of our hangar neighbors...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[StellaStar]

> The cabin was now toasty warm, and
>the sun was setting on the horizon like a giant ball of fire.

Great writeup, Jay! There's nothing like winter flying, especially in a plane
with good cabin heat...and the dense, cold air is so smooth, you climb like
that first solo without the instructor!

I was on the road Monday night, with dense ground fog over Iowa's snow and the
big full moon so bright in the clear sky above, it made the night sky
bluish...and remembered my night x-c four years ago. The 133-year perigee
solstice moon was just rising as we turned crosswind and flew into it, and the
rest of the trip was equally magical.

[BTIZ]

tell me again why I live in Las Vegas? LOL

Not to worry.. areas around Las Vegas got snow... the city got rain..
freezing level is about 3000AGL, well below IFR MEA altitudes.. most birds
are walking.. the highway over the mountain pass was closed.. causing a
100mile or better detour around the mountain..

about 150 miles north of here.. and at 5500MSL (airport elevation) it snowed
all day and dropped 3 inches of snow.. almost did not make it home tonight..

BT

"Jay Honeck" > wrote in message
news:_ZaCb.514281$Fm2.498883@attbi_s04...
> So this afternoon was perfect VFR, after the storms of yesterday.
> Realizing that we wouldn't be able to fly for at least another week, due
to
> upcoming holiday commitments, it was obvious what needed to be done:
> Fly -- right now!
>
> Problem: Two inches of snow had fallen yesterday, on top of heavy rain,
and
> the then plummeted to 12 above zero. This combination invariably resulted
> in a pounded-down layer of hard snow over glare ice -- the perfect
scenario
> for a "no-brakes" runway condition...
>
> Oh well. I originally trained in Wisconsin, in winter, and learned
early-on
> how to deal with snow and icy runways. We've flown in the upper MidWest
for
> ten years, and have simply learned to adapt. With my son home sick in
bed
> (Flu? Half his school is out with it!) we loaded up my daughter and headed
> to the frigid hangar...
>
> Sure enough, the hangar door was frozen to the ground. A firm yank on the
> chain broke it free, but the door was heavy with the frozen concoction
that
> had blown against it, and then frozen solid. Between the weight and the
> cold, it was at least twice as heavy to lift as on a hot summer's day!
>
> Then came the fun of pre-flighting in wind chills of -10 degrees. While my
> daughter played in the snow (how come they never seem to feel the cold?) I
> naturally opted for an "in-hangar" pre-flight -- but it was still damned
> cold. Finally, we had to face the fun of pulling Atlas out of his hangar,
> onto the packed down ice and snow. This required both of us, since as one
> would lose traction, the other could keep pulling...
>
> With our dual cylinder and sump heaters, the engine was as warm as on any
> August afternoon, and started on the first blade. We inside were not so
> pampered, and shivered in the cold while we tried to minimize our
> exhalations, lest they freeze on the windows. Taxiing required more RPMs
> than normal, just to roll us across the crusty white stuff...
>
> Arriving at the end of the taxiway, we were greeted by a fellow pilot
> working the pattern. The sky was a brilliant azure blue and hot pink,
with
> the sun already setting on this mid-December day. Sunset is at 4:30 at
this
> time of year, and the winds were dying down accordingly. Everything
> sparkled intensely in the blindingly white, new snow...
>
> Waiting for his arrival in the pattern, I determined that we had plenty of
> time for a normal run-up and departure. With my 10-year old daughter as
> co-pilot, I asked her to hold the yoke while I ran up to 2000 RPM. We
> immediately started sliding, so I knew that the NOTAM for this runway
would
> read "Braking action: Nil". Exercising the prop, I was amazed at how
stiff
> the linkage was, but all checks were "in the green", so we rolled out onto
> runway 30 for departure.
>
> Turning was "interesting", requiring differential braking to get aligned
> with the runway. But then, with a last glance at the sky and the gauges,
> it was time to go!
>
> Throttle response was smooth and throaty, as all six cylinders heaved into
> action as one. The runway crunched beneath us as the takeoff roll
swiftly
> accelerated, but directional control was accomplished as much with rudder
as
> by steering. This was one slick runway!
>
> Atlas fairly leapt off the ground, despite carrying 84 gallons of gas, and
> dragging through all that crunchy snow. It felt like we had an extra 100
> horsepower, as we climbed out at an impossibly steep deck angle, up and
into
> the pattern. As I turned crosswind, then downwind, calling out my
position
> to my fellow pilots, I was astounded to note that I was climbing like a
> rocket through 2300 feet -- 1600 feet, AGL -- before hitting downwind!
>
> Needless to say, I pulled the throttle back, trying to minimize shock
> cooling as much as possible, and started drifting back down to pattern
> altitude! Still, starting that high, it was impossible to lose that much
> altitude in a normal pattern, so I extended downwind while scrubbing away
as
> much excess altitude as possible.
>
> The air was thick and deliciously full of lift -- I just could NOT get
Atlas
> to come down! Amazingly, the winds aloft were zipping us along at 125
> knots, with the throttle at idle, but it was absolutely still air.
Banking
> smoothly onto base leg, we settled into a stabilized approach that
couldn't
> have been more solid had we been mounted on rails...
>
> This first one would be a touch and go, and I opted for two notches of
> flaps. Knowing that the surface was irregular but mostly cleared of snow,
I
> concentrated on minimizing any side stresses, aiming deliberately and
> carefully down the imaginary center-line, completely obscured as it was...
>
> ...ever so gently, the wheels kissed the snow. I immediately applied full
> power, and Atlas literally howled at the moon, and all I could see was
sky.
> Mary, in the back seat, exclaimed that I had cheated, and never touched
the
> runway -- but Atlas and I knew better...
>
> Up and around again, this time more aware of our increased performance, I
> opted to depart the pattern for a brief flight over to my daughter's
school,
> and our home. Circling slowly in the angled sunlight, we took some great
> pictures of her favorite playground....
>
> Then it was back to the pattern, but this time I would do a low approach
> down Runway 25. This would give Mary the optimal angle to take pictures
of
> the Inn with the setting sunlight highlighting the new snow. Down final
we
> glided, while I applied the proper cross-wind correction to keep us
aligned
> with the extended centerline, Mary snapping away... Then it was full
power,
> and off we climbed once again.
>
> Finally, it was time for our fun to end. The cabin was now toasty warm,
and
> the sun was setting on the horizon like a giant ball of fire. Atlas was
> performing flawlessly, the wind was right down the runway at 4 knots, and
> all was right with the world. The lights of the city were winking on, and
I
> clicked the PTT repeatedly in order to fire up the suddenly needed runway
> lights.
>
> This one would be full stop, without brakes. Luckily, runway 30 is over
> 4500 feet long, and the snow would provide a fair amount of directional
> control. Down we slid on final, just a smidge slower than normal,
utilizing
> all three notches of flaps, and touched down ever-so-lightly on the
> snow-covered runway. Holding the nosewheel off as long as possible,
> maintaining directional control with rudder once again, I was rewarded
with
> one of those rare, perfect landings. They don't come very often, but this
> was one of those landings where you know that there is absolutely no way
to
> improve upon any single aspect of it -- we had achieved the nirvana of
> landings. Even Mary "oooohed" as we smoothly rolled out, easily stopping
> before the first intersection -- without brakes.
>
> Some days are better than others. This one made me glad that we don't
lock
> the hangar door after Halloween, like so many of our hangar neighbors...
> --
> Jay Honeck
> Iowa City, IA
> Pathfinder N56993
> www.AlexisParkInn.com
> "Your Aviation Destination"
>
>

[Jay Honeck]

> about 150 miles north of here.. and at 5500MSL (airport elevation) it
snowed
> all day and dropped 3 inches of snow.. almost did not make it home
tonight..

You're killin' me!

In Wisconsin, 3 inches of December snow is considered a "nice day". Here
in Iowa, people take it a bit more seriously -- they might not drive to the
mall, for instance.

Of course, snow on a mountain road can get pretty interesting...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[Harry Gordon]

Jay,

I really enjoyed reading your experience. I went Christmas shopping
yesterday - in a short sleeve shirt. Of course here in South Central Texas
(San Antonio) that is about all you need for this time of the year :-).
We're going to do a little flying tomorrow and it looks like the temp will
be in the 60 - 65 range. The wind is predicted to be 10-20 MPH. I hope I
don't forget my suntan lotion (hahahahaha).

Harry
PP-ASEL

"Jay Honeck" > wrote in message
news:_ZaCb.514281$Fm2.498883@attbi_s04...
> So this afternoon was perfect VFR, after the storms of yesterday.
> Realizing that we wouldn't be able to fly for at least another week, due
to
> upcoming holiday commitments, it was obvious what needed to be done:
> Fly -- right now!
>
> Problem: Two inches of snow had fallen yesterday, on top of heavy rain,
and
> the then plummeted to 12 above zero. This combination invariably resulted
> in a pounded-down layer of hard snow over glare ice -- the perfect
scenario
> for a "no-brakes" runway condition...
>
> Oh well. I originally trained in Wisconsin, in winter, and learned
early-on
> how to deal with snow and icy runways. We've flown in the upper MidWest
for
> ten years, and have simply learned to adapt. With my son home sick in
bed
> (Flu? Half his school is out with it!) we loaded up my daughter and headed
> to the frigid hangar...
>
> Sure enough, the hangar door was frozen to the ground. A firm yank on the
> chain broke it free, but the door was heavy with the frozen concoction
that
> had blown against it, and then frozen solid. Between the weight and the
> cold, it was at least twice as heavy to lift as on a hot summer's day!
>
> Then came the fun of pre-flighting in wind chills of -10 degrees. While my
> daughter played in the snow (how come they never seem to feel the cold?) I
> naturally opted for an "in-hangar" pre-flight -- but it was still damned
> cold. Finally, we had to face the fun of pulling Atlas out of his hangar,
> onto the packed down ice and snow. This required both of us, since as one
> would lose traction, the other could keep pulling...
>
> With our dual cylinder and sump heaters, the engine was as warm as on any
> August afternoon, and started on the first blade. We inside were not so
> pampered, and shivered in the cold while we tried to minimize our
> exhalations, lest they freeze on the windows. Taxiing required more RPMs
> than normal, just to roll us across the crusty white stuff...
>
> Arriving at the end of the taxiway, we were greeted by a fellow pilot
> working the pattern. The sky was a brilliant azure blue and hot pink,
with
> the sun already setting on this mid-December day. Sunset is at 4:30 at
this
> time of year, and the winds were dying down accordingly. Everything
> sparkled intensely in the blindingly white, new snow...
>
> Waiting for his arrival in the pattern, I determined that we had plenty of
> time for a normal run-up and departure. With my 10-year old daughter as
> co-pilot, I asked her to hold the yoke while I ran up to 2000 RPM. We
> immediately started sliding, so I knew that the NOTAM for this runway
would
> read "Braking action: Nil". Exercising the prop, I was amazed at how
stiff
> the linkage was, but all checks were "in the green", so we rolled out onto
> runway 30 for departure.
>
> Turning was "interesting", requiring differential braking to get aligned
> with the runway. But then, with a last glance at the sky and the gauges,
> it was time to go!
>
> Throttle response was smooth and throaty, as all six cylinders heaved into
> action as one. The runway crunched beneath us as the takeoff roll
swiftly
> accelerated, but directional control was accomplished as much with rudder
as
> by steering. This was one slick runway!
>
> Atlas fairly leapt off the ground, despite carrying 84 gallons of gas, and
> dragging through all that crunchy snow. It felt like we had an extra 100
> horsepower, as we climbed out at an impossibly steep deck angle, up and
into
> the pattern. As I turned crosswind, then downwind, calling out my
position
> to my fellow pilots, I was astounded to note that I was climbing like a
> rocket through 2300 feet -- 1600 feet, AGL -- before hitting downwind!
>
> Needless to say, I pulled the throttle back, trying to minimize shock
> cooling as much as possible, and started drifting back down to pattern
> altitude! Still, starting that high, it was impossible to lose that much
> altitude in a normal pattern, so I extended downwind while scrubbing away
as
> much excess altitude as possible.
>
> The air was thick and deliciously full of lift -- I just could NOT get
Atlas
> to come down! Amazingly, the winds aloft were zipping us along at 125
> knots, with the throttle at idle, but it was absolutely still air.
Banking
> smoothly onto base leg, we settled into a stabilized approach that
couldn't
> have been more solid had we been mounted on rails...
>
> This first one would be a touch and go, and I opted for two notches of
> flaps. Knowing that the surface was irregular but mostly cleared of snow,
I
> concentrated on minimizing any side stresses, aiming deliberately and
> carefully down the imaginary center-line, completely obscured as it was...
>
> ...ever so gently, the wheels kissed the snow. I immediately applied full
> power, and Atlas literally howled at the moon, and all I could see was
sky.
> Mary, in the back seat, exclaimed that I had cheated, and never touched
the
> runway -- but Atlas and I knew better...
>
> Up and around again, this time more aware of our increased performance, I
> opted to depart the pattern for a brief flight over to my daughter's
school,
> and our home. Circling slowly in the angled sunlight, we took some great
> pictures of her favorite playground....
>
> Then it was back to the pattern, but this time I would do a low approach
> down Runway 25. This would give Mary the optimal angle to take pictures
of
> the Inn with the setting sunlight highlighting the new snow. Down final
we
> glided, while I applied the proper cross-wind correction to keep us
aligned
> with the extended centerline, Mary snapping away... Then it was full
power,
> and off we climbed once again.
>
> Finally, it was time for our fun to end. The cabin was now toasty warm,
and
> the sun was setting on the horizon like a giant ball of fire. Atlas was
> performing flawlessly, the wind was right down the runway at 4 knots, and
> all was right with the world. The lights of the city were winking on, and
I
> clicked the PTT repeatedly in order to fire up the suddenly needed runway
> lights.
>
> This one would be full stop, without brakes. Luckily, runway 30 is over
> 4500 feet long, and the snow would provide a fair amount of directional
> control. Down we slid on final, just a smidge slower than normal,
utilizing
> all three notches of flaps, and touched down ever-so-lightly on the
> snow-covered runway. Holding the nosewheel off as long as possible,
> maintaining directional control with rudder once again, I was rewarded
with
> one of those rare, perfect landings. They don't come very often, but this
> was one of those landings where you know that there is absolutely no way
to
> improve upon any single aspect of it -- we had achieved the nirvana of
> landings. Even Mary "oooohed" as we smoothly rolled out, easily stopping
> before the first intersection -- without brakes.
>
> Some days are better than others. This one made me glad that we don't
lock
> the hangar door after Halloween, like so many of our hangar neighbors...
> --
> Jay Honeck
> Iowa City, IA
> Pathfinder N56993
> www.AlexisParkInn.com
> "Your Aviation Destination"
>
>

[Gene Seibel]

I just love phrases like that. ;)
--
Gene Seibel
Hangar 131 - http://pad39a.com/gene/plane.html
Because I fly, I envy no one.


> The air was thick and deliciously full of lift --

[Jim]

After the rain, we had 8 inches of snow here the other night and the snow
blew all day Wednesday. They canceled school at noon that day and never
plowed any of the roads until Thursday afternoon. Wednesday's private
ground school had to be canceled mostly because visibility was less than 1/8
mile with 20-30mph winds out of the west with snow and blowing snow
everywhere. But last night the airport had been plowed out and it was time
to go flying!! Until the plane wouldn't start... even though it had sat in
the heated hanger all day, the battery in the Archer had seen it's better
days. So we pushed it back inside, got the doors buttoned up and hooked up
the charger for an hour. By this time it was down to 0F outside so after
pulling it out a second time, I jumped in and after 2 hesitant cranks of the
prop it fired and started. All the lights of the city and of the runway
glowed against the bright snow, and the lights of the freight traffic coming
into CWA just 20 miles north made for a beautiful night of flying. (not to
mention that great full moon!) 2.1 hours, a night time checkout, a hold, 4
instrument approaches with 4 touch and goes later we were done. Even though
it was after 9:00, it was almost too nice to quit.
--
Jim Burns III

Remove "nospam" to reply

[Jack Allison]

Ya, what he said! Ice and snow on a runway eh? Hmmm, don't know what
you're talking about :-)

A cold winter day flying out here is when it drops below 40. Now *that's*
when I'll break out my flying gloves. Brrrrrrr :-)

Then again, we do get those wonderful days where the fog just sits in the
central valley for days on end. Great for IFR work though (next fall for
me).

Nice writeup. Glad you could convert cash into lift on a cold almost winter
day.

--
Jack Allison
PP-ASEL

"When once you have tasted flight, you will forever walk the Earth
with your eyes turned skyward, for there you have been, and there
you will always long to return"
- Leonardo Da Vinci

(Remove the obvious from address to reply via e-mail)

[Jay Honeck]

> Even though
> it was after 9:00, it was almost too nice to quit.

Sweet, Jim.

I'm tellin' ya, the very best flying is in winter!
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[G.R. Patterson III]

Jay Honeck wrote:
>
> I'm tellin' ya, the very best flying is in winter!

Easy for you to say - *your* plane has a decent heater.

George Patterson
Great discoveries are not announced with "Eureka!". What's usually said is
"Hummmmm... That's interesting...."

[Jim]

Brrrrrrrrrr.... cold here this morning... I had to run up to the airport at
5:00am and help a guy load up the Archer so he could take it today...
balmy -8 this morning! Thank god the hanger is heated and it cranked right
up but I sent along an extension cord and a set of jumper cables just in
case.
--
Jim Burns III

Remove "nospam" to reply


"G.R. Patterson III" > wrote in message
...
>
>
> Jay Honeck wrote:
> >
> > I'm tellin' ya, the very best flying is in winter!
>
> Easy for you to say - *your* plane has a decent heater.
>
> George Patterson
> Great discoveries are not announced with "Eureka!". What's usually
said is
> "Hummmmm... That's interesting...."

[EDR]

> Jay Honeck wrote:
> I'm tellin' ya, the very best flying is in winter!

> G.R. Patterson III wrote:
> Easy for you to say - *your* plane has a decent heater.

What's a heater?
Eric (1945 Champ)

[Morgans]

"Jim" > wrote in message
...
> Brrrrrrrrrr.... cold here this morning... I had to run up to the airport
at
> 5:00am and help a guy load up the Archer so he could take it today...
> balmy -8 this morning! Thank god the hanger is heated and it cranked
right
> up but I sent along an extension cord and a set of jumper cables just in
> case.
> --
> Jim Burns III
>

Cripes! Where are you located at?
--
Jim in NC

[Jay Honeck]

> > I'm tellin' ya, the very best flying is in winter!
>
> Easy for you to say - *your* plane has a decent heater.

Maules don't, I take it?
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[G.R. Patterson III]

Jay Honeck wrote:
>
> > > I'm tellin' ya, the very best flying is in winter!
> >
> > Easy for you to say - *your* plane has a decent heater.
>
> Maules don't, I take it?

The 160 hp models, at least, have lousy heat. If the temp is below freezing, I
wear insulated boots, hunting bibs, my usual leather coat, and deerskin gloves.
With all that on, it's a real exercise getting the flaps into the -7 degree
notch.

George Patterson
Great discoveries are not announced with "Eureka!". What's usually said is
"Hummmmm... That's interesting...."

[Matthew P. Cummings]

On Sat, 13 Dec 2003 04:57:14 +0000, Jay Honeck wrote:

> I'm tellin' ya, the very best flying is in winter!

I went out to the airport today so I might be able to fly. The problem
was I couldn't find the runway... We had enough snow that there was no
difference between the ground and the runway, it was all white and smooth,
but you could see every so often a light sticking up through the snow, but
not many of them.

I agree flying in the Winter is nice, but dang, I couldn't find the
blasted runway today. Our airport isn't known for plowing after a snow, I
had 8 inches on the ramp in front of the hangar, and I bet it'll be there
a week from now if it doesn't warm up.

[David Megginson]

Matthew P. Cummings wrote:

> I agree flying in the Winter is nice, but dang, I couldn't find the
> blasted runway today. Our airport isn't known for plowing after a snow, I
> had 8 inches on the ramp in front of the hangar, and I bet it'll be there
> a week from now if it doesn't warm up.

Perhaps it would be good to rephrase: winter flying in and out of busy,
well-maintained airports is great. I fly out of a busy class C (which would
be a class B in the U.S.), and even with an outside tiedown out on the grass
in the sleepy GA north field, I didn't have to shovel my plane out once last
winter (in Ottawa, Canada). The big problem is that there are fewer places
to fly to -- many of the friendly little country grass strips just shrivel
up and die until the ground dries out after the spring thaw, so you're
limited to bigger airports, mainly those with scheduled air service or at
least moderate-to-heavy G.A. use.

As a side note, when I did my primary flight training, my instructor
mentioned that the most likely real-life use for the whole
precautionary-landing technique was checking for snow and ice on a runway (I
also use it for unmonitored grass strips, of course).


All the best,


David

[Jay Honeck]

> > I'm tellin' ya, the very best flying is in winter!
>
> I went out to the airport today so I might be able to fly. The problem
> was I couldn't find the runway... We had enough snow that there was no
> difference between the ground and the runway, it was all white and smooth,
> but you could see every so often a light sticking up through the snow, but
> not many of them.

Jeez, where do you fly out of again, Matt? I'd be on your airport
manager/FBO like stink on you-know-what about that kind of crap.

Even our airport, with all of its budget-cutting and lack of maintenance, is
scrupulous about snow plowing.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[Jim]

Central Wisconsin. Fellow needed to rent the Archer so he could go further
north (colder) and sit outside in a tent all day while doing telephone line
repair.... talk about a cold job!
--
Jim Burns III

Remove "nospam" to reply

[Jay Honeck]

That's what I thought! Man, you need to lean on 'em, hard.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Jim" > wrote in message
...
> Central Wisconsin. Fellow needed to rent the Archer so he could go
further
> north (colder) and sit outside in a tent all day while doing telephone
line
> repair.... talk about a cold job!
> --
> Jim Burns III
>
> Remove "nospam" to reply
>
>