I see his point and going direct has its merits at altitude but myself...I
like to see scenery and deviating around the airspace isn't a big issue for
me but then again I also own a Tri Pacer and even with the mode s installed
I avoid "big" airspace.
On the other hand regarding weather a long time 747 Captain once said
regarding weather. " I never check weather. The weather that's there is
the weather your gonna get". Sums it up.
Happy flying.
D. Jaffas
On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" <krnet at list.krnet.org>
wrote:
> Someone recently described their cross country flight planning technique
> as basically looking to see if there's anything in the way between
> departure airport and destination, and then hopping in the plane and
> going. That's my technique as well. I've never understood what all the
> fuss with "flight planning" is about. Our task is to go from A to B.
> What could be simpler? Skyvector is free and is as good as it gets for
> "glimpse and go" flight planning. I wanted to add to this
> conversation/topic the fact that having oxygen for full-time use when
> travelling gives us another dimension to work with in avoiding
> obstructions between departure and destination, thus making "glimpse and
> go" flight planning even simpler than it already is. Flying high lets us
> sail right over the top of terminal airspace, no matter how complicated
> or busy. Same with Restricted airspace, depending on its ceiling. Same
> with mountains and everything else on the ground, including turbulence on
> bumpy days. Having a big tank of O2 with a pulse-demand regulator and
> Oxymizer cannula opens up the door to all the advantages that come with
> altitude. TCA directly ahead? I just ignore them, although I'll monitor
> approach and be ready to talk to someone in case the engine decides to
> crap out halfway across. Normally though I'd much rather listen to the
> engine than to radio yakking.
>
> I originally put together an oxygen system (eBay for everything -
> approximately $100 total) to try and prevent the headaches that I used to
> get when going from near sea level to 12.5 or 13.5, especially if I
> hadn't flown for awhile. Oxygen did indeed fix that problem.
>
> Having a big tank with a demand regulator means I can go completely
> across the U.S. and back to San Diego and still have oxygen left in the
> bottle. The big tank (E size, 24 cu. ft.) minimizes the hassle of
> getting it re-filled. I've never had to find an oxygen source when on
> the road. I always make it back home and to my familiar (and cheap) dive
> shop for refills. The primary factor regarding long duration is the
> demand regulator though. With the old constant flow regulators
> traditionally used in aviation, O2 would disappear quiickly no matter how
> big the tanks were.
>
> My "E" tank lies along the right side of the fuselage, braced by the
> bottom and fuselage side and at the bottom of the tank, a styrofoam
> pocket anchored to the bottom of the plane. The tank portrudes forward
> through a cut-out on my seatback and it's the seatback that braces the
> tank to keep it from coming forward. My baggage compartment insert sits
> on top of the tank, providing even more bracing to prevent the tank from
> moving. Mounted this way it isn't in the way at all. I've lost no
> baggage space. The regulator sits immediately beside my right hip thus
> allowing access. It's all very simple and extremely valuable to have.
>
> *************
>
> So . . . re cross country planning, using oxygen and going high
> simplifies things even more and makes flying safer in several ways.
> There's less traffic at oxygen altitudes than below them, plus glide
> range is much enhanced in case of a mechanical issue. It helps
> significantly with fatigue and also improves vision, especially at night.
> I could go on and on . . . I love my bottle!
>
> Mike
> KSEE
> Laser147 at Juno.com
>
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