Minnesota. I HATE Minnesota. Went to visit my son in Thief River last June (you gotta pass Red River, Yellow River, Black River) thinking I get a reprieve from the heat, nope, 90 degree days. This morning it was -23 degrees. Nope, not a very hospitable place. And the state's too close to Nebraska for my liking. Drove through there on I 80 35 years ago, met this female, & she WON'T LEAVE.
I'll say high and welcome anyway. Ain't your fault the weather is the way it is. Maybe you'll turn out to be OK. A word of advise, avoid the I 80 corridor!
Nothing against Nebraskans, got a number of good friends up there, but flying over parts of
that state in a light plane doing visual navigation before LORAN and GPS in aircraft- pretty much
like flying over a brown ocean. No landmarks of note for nav purposes for an hour or two at
a time at 140-150 mph ground speed. Worse in my old C-150 at 100 mph.
Didn't have a VOR reciever in my aircraft, RBHarter. Comms, compass, maps and a watch.
Later LORAN, which would roll over and die in the "Mid Continent Gap" since it was a nautical
nav system. Classic pilotage. I got to where I could hit the next nav hack within a very few seconds
each time, once the ground speed had stabilize and I had the wind correction nailed. But you need
a lake or a RR track crossing a road, or a town or SOMETHING of note to have a nav point.
Yeah , I have lots of landmark point to point chart reading right seat time . I spent a fair amount of my teens there . Dad towards the end of his flying , driven by life more than anything else , he had a really nice 250 Comanche with a whole bunch of 260 airframe gap seals etc . Dual 720 King Nav Com , dual OMNI heads , basic IFR panel , zero Time prop , 300 SMOH engine ....... Cream de la cream or as good as it gets from a salvage bid with a few upgrades . 89-90 ? Anyway he had spent for the LORAN C .......the name escapes me but I'd know the logo if I saw it , we were coming back from Cedarville CA to Fallon . We crossed a ridge and had already made the 10,2 let down adjustments to burn off the 6000 ft in 140-160 miles . I leaned back to stretch , or maybe I was just checking my math against the gizmo . 180 , 220 , 350 , 610 ,675 , 710 knots ...... I nudged Dad saying something like " that's one heck of a tail wind " ......... I don't think except for one other time did I see him penticheck everything in the cluster including backing 3 turns off the throttle in under a second ...... Just the gigantic iron pile we were over . The DG never moved but the compass would wander about 10° and come back . Lots of dead reckoning back then still . Is that even legal now ? (Smirk)
I have flown light aircraft to both coasts and back many times. A wonderful way to see America,
Sounds like a really nice aircraft. Comanches are good lookers, too.
My father was a USN aviator, was flying a F4D Skyray fighter from left coast to DC on business one time, late 1950s.
Up to 40K and throttle back to max range power. Started watching his DME, actual TAS was probably 350 mph
initially, DME ground speed started winding up, over 750 mph, in the core of the jet stream, over 300 mph
on the tail. Had a planned stop at NAS Olathe near KC for fuel, just throttled way back and still maintained very high
ground speed on minimal fuel burn due to the huge tailwind. Made it all the way on one fuel load. Not something
to be planned for or easily repeated, but cool when it happens.
But in your case, just LORAN going crazy, not a real tailwind.
I knew that right away . It just caught Dad a little flat footed .
I knew a few people that were somebody but it seems they were always in the shadows . I made it to the 3-4th row back in the shadows a few times . Being the pilot on Sunday is probably over rated anyway . Went to Indiana and back from Fallon once . We got between layers going home . That must have been quite a treat for the trucks to see a Cherokee 235 going up the median at 150 ft or maybe less ...... I seem to remember this overpass just about Sydney Neb that had really tall light standards ...... Above us on both sides ...... Which would have been the other time I saw him with 6 hands .
We were almost stuck overnight in Larame Wy that trip too . 60° wet low pressure ..... density altitude was 10,3 and that 200 hr IO-540 235 would only pull about 18inhg . That would be the only time I ever saw flaps come out with 2,000 ft on runway behind us . Just a little bit to get it light on the gear ......... Probably not the best decision making in the moment . Once flying it got better . 110 indicated and 50 ft min over the numbers . As I recall there were low lands off that end after we got 120 things improved a lot .
Probably wouldn't have been anywhere near as memoriable a trip without the excitement .
Flying out west in my tired old 150 with the wife and our camping gear was a bit of
a challenge at time due to density altitude. At Show Low asked the local instructor what
he recommended. He said pop 10 deg flaps at midfield in my manual flapped 150. It worked,
got us into the air, but climb rate was still pretty dismal, had to do a flat skid turn to avoid ordinary
A little "I Follow Roads" ....IFR done it, do not like it.