One day at the University of Florida, I witnessed a man who was about 65 to 70 years of age challenge a 21 year-old to a game of racquetball.\u00a0 The college student was not interested in playing the old man but the senior finally pestered the kid enough until the kid gave in.\u00a0 For all his youth, stamina, strength, and agility, I was very amused to watch the older man use his skill and intellect to utterly destroy his youthful opponent by a score of 21 to 2.\u00a0 The poor student ran all around the court while the old man stood near the center of the court deftly popping the ball into the corners.\u00a0 He barely broke a sweat.<\/p>\n
Flying a cross country should be the same way.\u00a0 Today\u2019s inexperienced pilots remind me of that college student using all muscle and brawn to go nowhere fast.\u00a0 The smart pilot, on the other hand, flies like the elderly racquetball player.\u00a0 He uses his street smarts to get the most out of his airplane.<\/p>\n
For cross country planning, pilots should take advantage of altitude, power setting, and the winds to pinch out as much mileage as possible from their fuel.<\/p>\n
When it comes to altitude, 5500 to 8500 feet MSL is typically the most optimum altitude for cross country flying.\u00a0 The air is thinner and it is cooler in that range allowing the airplane to operate more efficiently while providing a more comfortable ride for a pilot and passengers.<\/p>\n
When it comes to the power setting, flying at higher altitudes naturally allows the engine to run at a lower power setting due to the lower density altitude.\u00a0 As a consequence, the indicated airspeed is closer to L\/Dmax<\/sub> because of the thin air.\u00a0 With the airspeed nearer to L\/Dmax<\/sub>, the airplane flies more efficiently.<\/p>\n Finally, we need to take the winds into account.\u00a0 To get the most mileage out of your aircraft, take a look at the wind component as it relates to a headwind or a tailwind.<\/p>\n Wind Effects on Range<\/p><\/div>\n Going back to the basic power required chart, you can find the maximum endurance speed<\/em> at the lowest point of the curve.\u00a0 The maximum range speed<\/em> is determined by drawing a straight line from the origin until it intersects with the bottom of the power required curve.\u00a0 Now keep in mind, this velocity is only good in calm winds; if you have\u00a0a tailwind, the line needs to originate at a point to the left of zero equal to the velocity of the wind.\u00a0 If you are fighting a headwind, you need to draw the line starting at the velocity of the wind from a point to the right of zero.<\/p>\n What this means, is that with a tailwind, you will fly at a lower power setting to take advantage of the tailwind.\u00a0 With a headwind, you will find the best miles per gallon at a faster speed requiring a higher power setting.<\/p>\n -30-<\/p>\n \u00a9 2010 J. Clark<\/em><\/p>\n","protected":false},"excerpt":{"rendered":" Following on the heels of yesterday\u2019s blog, I need to let you know how to \u201cstretch it.\u201d\u00a0 Now, let me explain: I am not talking about stretching a glide or your gas supply.\u00a0 What I am referring to is getting … Continue reading ![\"\"](\"https:\/\/joeclarksblog.com\/wp-content\/uploads\/2010\/10\/power_wind_range_curves.jpg\" "\\"power_wind_range_curves\\"")
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