Chris Byrne Posted July 22, 2008 Share Posted July 22, 2008 COZY CRUISING. Just thought I would let you know my how I have made use of my Cozy IV last week. Sat the 12th was a short hop down to Goulbourn airport for a SAAA Chapter visit. A rather hastily organised visit due to changeable weather saw about 10 aircraft arrive. One of the members John Ten’Have has two rather very hangars there, one is three floors high and he has a rather elaborate living area on a mezzanine level. John has a Vari Eze that he purchased and a very nice Long Eze that he has built. The Long has been a month’s work away from flying for the past year or so, hangar building has gotten in the way. Anyway it just on 50nm from Mittagong, the airport where I keep my Cozy, and just over 15 mins saw me there. These two towns are joined by the main freeway to Melbourne and as such it’s a favourite VFR route for aircraft leaving the main airports in Sydney as it helps them avoid the higher ground and cloud. All this means it’s pretty busy, especially on the weekends and I passed two opposite direction aircraft with not much more than 500’ and a mile between us. Still have to get TCAS. I had a son down in Melbourne on holidays and he had to come home on Monday. I had two options. Drive 1.5 hours to Sydney, wait 40 mins to board a Jet spend 1.5 hours on the jet getting to Melbourne (gate to gate) and hour on the ground and do it all in reverse on the way home. That’s just on 8 hours assuming no delays and no traffic on the way home. Or I could go by Cozy. Seven hours after leaving the house I was landing back at Mittagong and that included having to refuel before I left and spending and hour and ¾ on the ground in MEL chatting with my brother. No contest. I filed IFR even though it was blue sky all the way to MEL and return. I find it much easier this way, ATC gives you all the frequency changes, comes up with clearances for CTA when required and keeps an eye on traffic for you, even calls up and offers the ATIS. I departed with full tanks for the flight of 346 nm, climbed to 6000’, plugged in the autopilot and watched the scenery go by. I planned just to the north of Canberra down to Albury and Eildon Weir and into Essendon ( MEL’s secondary airport). Essendon is within a stone’s throw of the main Tullamarine airport. I went north of Canberra to avoid some of the more inhospitable terrain which was a good idea, but I didn’t think enough about the terrain around Eildon Weir, it’s pretty rugged below and next time I will find another way to plan into Essendon. I just like to have the option of descending if I encounter ice or the unthinkable happens and the engine cough’s. Anyway after watching the snow capped peaks of the Snowy Mountains (not really mountains, the highest terrain we have in OZ is 8000’) pass by on the left I was on approach in MEL. Requested and was granted an approach and landing on the non operational runway so I could carry out a practice ILS. The TT Digitrak and GRT EFIS did a very good job of that. I set up a HDG, armed the LOC and watched as the LOC was captured. All I had to do was wind in the appropriate descent rate on the TT Altrak/VS and down we went. Taxiing in, ground advised me to expect amended tracking on departure, apparently I had filed outbound on and inbound only route. 2 hrs and 13 minutes. After nearly two hours on the ground I strapped Harrison in the front, threw his bags in the back, set up Dora the Explore on a portable DVD, pressed the isolation button on the intercom and set off. Taking off on RWY 35 required an early turn to the east to avoid bumping into a 767 on approach to Tullamarine, a few more vectors saw me clear of the Jets, heading north and on climb to 9000’. At about 8000’ I heard a pop or a crack; I looked around a bit and decided the cover over the control torque tubes had moved due to the change in temperature. A few minutes later I detected the unmistakable smell off chicken chips, Harrison’s bag of chips had decided to give it in. I had been warned! Except for the initial 1/3 of the trip I pretty much went home the way I departed. On the way back I decided to keep the RPMs up a bit more and cruised home with a TAS of 167kts and as I got closer to home with a bit of a tail wind I had a GS of 195kts. An interesting thing happened on the way home. I called ATC about 80 miles in advance and gave them an amended route. The response was that they would get back to me with an amended clearance as I was still in controlled airspace. I was a bit perplexed as I had just looked at the chart and it showed up as “E” airspace. Then it dawned on me, as I was IFR, I was controlled in Class E, funny thing is that if I was VFR in Class E I wouldn’t have been controlled and would not have needed a clearance to be there, strange. Anyway I think I’ve got that bit basically right, it just seems a bit strange but I guess it’s a good thing, it’s better than blasting along in G airspace, at least I have ATC keeping an eye on me and they know about most of the other traffic around me. Descent was started 35 miles out to lose the 6000’ and get me down to the circuit height of 2800’ at Mittagong. Dodged a couple of other aircraft that were following the freeway again. Touchdown was 2 hours and 6 minutes after liftoff for an average groundspeed of almost 170kts. Dora finished and Harrison had to be woken by his mother on arrival. A few figures for the flight! 9400DA 2610RPM 21MAP IAS148 TAS171 Real TAS 166 32.5L/HR 8.5G/HR 50LOP CYL TEMP’s 302 298 323 308 OIL Temp 160F 9400DA 2550RPM 19.8MAP IAS144 TAS166 Real TAS 161 29.5L/HR 7.8G/HR 50LOP CYL TEMP’s 287 290 309 297 OIL Temp 160F All speeds KTS and the IAS reads 5 kts fast at these speeds hence the Real TAS figure. Total fuel used was 145 litres or 38 US gallons for those of you who refuse to change with the times. Day two to follow Quote Link to comment Share on other sites More sharing options...
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