Question:
What are your best colors to make deerhair poppers and why? What size hook do you find the best? Have a great day, go fly fishing! Tight lines Craig Moore The English Fly Fishing Shop www.flyfishing-flies.com < < < < < < <
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Response:
Both questions depend on what type of terrestrial bait you are imitating with the deer hair popper…. Early in the year there are a lot of green grasshoppers around and later in the year most grasshoppers you see out are darker colors. Check your local areas to find out whats local that may be imitated by the poppers and go from there.
– Hide quoted text — Show quoted text – What are your best colors to make deerhair poppers and why? What size hook do you find the best? Have a great day, go fly fishing! Tight lines Craig Moore The English Fly Fishing Shop www.flyfishing-flies.com < < < < < < < < < < < < <
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I am new to fly fishing and just learning to tie I took up fly fishing just to learn to make a 7 year locust. (Zakadia?) Does anyone know of a pattern? — Highlander
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I think you guys might have stumbled into the wrong newsgroup. Bass fisherman don’t normally tie lures. You might want to try alt.fly-tying or something else. — Jerry Barton Be nice to your kids, they get to pick your nursing home. http://members.home.net/jbarton248/
– Hide quoted text — Show quoted text – What are your best colors to make deerhair poppers and why? What size hook do you find the best? Have a great day, go fly fishing! Tight lines Craig Moore The English Fly Fishing Shop www.flyfishing-flies.com < < < < < < < < < < < < <
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Take a look around this search (the spelling is "cicada"), and see if you can find anything. http://www.google.com/search?hl=en&q=fly+tying+cicada+pattern Jamie – Hide quoted text — Show quoted text – I am new to fly fishing and just learning to tie I took up fly fishing just to learn to make a 7 year locust. (Zakadia?) Does anyone know of a pattern?
Response:
Not. In the past I have used fly’s on a spinning bubble I use anything for bass I am a all around fisherman and fish for pure pleasure In the past I was die hard bass man I use purple worms, Rapalas, and jitter bugs, and now use any weapon in my arsenal including a fly rod. I probably dont catch as many fish as I could But there is something about that water exploding with top water I love. Largest fish to date in southern Indiana stripper pits 7.5 Lb largemouth with my sons in the boat banging their toy trucks on the bottom in a clear lake (15 foot deep) around noon. So much for the rules I tried for years to get my wife interested and couldn’t Two years ago I finally got her out and on the second cast she caught a 6.5 pound bass Did I create a monster If I could only get her to put on her own crickets for gills I have found the postings on changing the hooks interesting. I started checking the sharpness several years ago and increased my catch by double Years ago I was fishing a pit off of a hill. I could see this bass following my worm. He followed it to shore where the only thing I could do was drop it pause and twitch. That sucker grabbed it ran dived come out of the water with a tail walk and spit it out. Dull hooks 
Id give a hundred dollars for the vidio — Highlander
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What brought this line up was years ago I got in the middle of a seven year locust hatch. We were using them for bait As fast as they hit the water they was gone Bass gill crappie. I had to quit fishing because my hands were bleeding from taking fish off the hook. Could stand some more of that. One time occurrence — Highlander
Response:
The two most popular patterns are a basically all black hairbug and then a frog pattern (green on top and yellow on bottom) then put rubber legs out the sides and neck hackles out the back. Not too big and not too small. — Bill Kiene Kiene’s Fly Shop Sacramento, CA, USA www.kiene.com
– Hide quoted text — Show quoted text – What are your best colors to make deerhair poppers and why? What size hook do you find the best? Have a great day, go fly fishing! Tight lines Craig Moore The English Fly Fishing Shop www.flyfishing-flies.com < < < < < < < < < < < < <
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Question:
Is there any small lake fish that cannot be successfully and easily caught with a hook, worm and bobber? I ask this because I am amazed at how much stuff I have to catch bass/muskie/northern etc. that often gets no hits whatsoever, but a meaty nightcrawler almost always sinks the bobber within a few minutes and it’s anyone’s guss what will be pulled out of the water. I have also noticed that a yellow or green 1-2" curly tail on a jig is almost as good. I am getting tempted to leave my tackle box at home and just bring a small pocket sized box with me containing several hooks, bobbers, plastic curltails in various colors/sizes and jigs. Today I went canoe fishing on Hooker Lake in Kenosha, WI. I used a 3" floating rapala, a floating frog(green and white), a silver shad colored slug-go fished near top and near bottom, a 4" semi transparent minnow looking thing at all depths, a realistic looking and scented plastic worm about 6"(after a while I even tipped the hook with a real wax worm) and a smallish spinner bait. I tried every type of presentation I could think of. I fished shallow, I fished deep. I fished weeds, I fished docks, I fished every bit of structure I could find, I fished open water. I caught nothing for 5 hours, not even a little hit. I saw some guy go out onto his pier in his back yard, throw a nightcrawler/bobber rig into the water and figured he was panfishing. Within 30 seconds he pulled out what had to have been a 20+ inch bass. I was jealous. He didn’t even look excited about it, like he was used to this sort of thing. I switched to nightcrawler and bobber. I caught perch, bluegill, bass, an impressively large shad, and almost got into the boat what looked to be a sub legal size northern (don’t know what he was doing in hooker lake.) all within the 90 minutes I had left before I had to head in. Anyone else feel my pain? — Dave A
Response:
Sorry Dave, no pain felt here. You were versitile enough to change when you saw someone else catching fish on something you knew caught fish, and you adapted. Good job…next time, throw out a rod with live bait, and fish with a lure simultaneously, and perhaps the combo rigging will tell you sooner, which presentation they prefer. Keep at it. — "Mad-Mikey" At first, fishing and hunting were just hobbies, then they became addictions taking all my time and money. If they ever find a cure for these sicknesses— I’m refusing treatment. Before you buy.
Response:
Hi Dave! I am mainly a fly fisherman. I had not dunked a worm since I was about 14… 20+ years ago. For the past two weeks I have been messing around with worms and I’m having a ball! I’ve caught walleye, catfish, various panfish and my first ever large mouth bass and drum. Good luck! — Fritz – Hide quoted text — Show quoted text – Is there any small lake fish that cannot be successfully and easily caught with a hook, worm and bobber? I ask this because I am amazed at how much stuff I have to catch bass/muskie/northern etc. that often gets no hits whatsoever, but a meaty nightcrawler almost always sinks the bobber within a few minutes and it’s anyone’s guss what will be pulled out of the water. I have also noticed that a yellow or green 1-2" curly tail on a jig is almost as good. I am getting tempted to leave my tackle box at home and just bring a small pocket sized box with me containing several hooks, bobbers, plastic curltails in various colors/sizes and jigs. Today I went canoe fishing on Hooker Lake in Kenosha, WI. I used a 3" floating rapala, a floating frog(green and white), a silver shad colored slug-go fished near top and near bottom, a 4" semi transparent minnow looking thing at all depths, a realistic looking and scented plastic worm about 6"(after a while I even tipped the hook with a real wax worm) and a smallish spinner bait. I tried every type of presentation I could think of. I fished shallow, I fished deep. I fished weeds, I fished docks, I fished every bit of structure I could find, I fished open water. I caught nothing for 5 hours, not even a little hit. I saw some guy go out onto his pier in his back yard, throw a nightcrawler/bobber rig into the water and figured he was panfishing. Within 30 seconds he pulled out what had to have been a 20+ inch bass. I was jealous. He didn’t even look excited about it, like he was used to this sort of thing. I switched to nightcrawler and bobber. I caught perch, bluegill, bass, an impressively large shad, and almost got into the boat what looked to be a sub legal size northern (don’t know what he was doing in hooker lake.) all within the 90 minutes I had left before I had to head in. Anyone else feel my pain? — Dave A
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Question:
How do you get 21 hours of fuel into an Aztec? I’m not familiar with the type, but at an avg fuel burn of 8-10 GPH – we’re talking about 168-210 gals. Where would you put it all? Another question springs to mind – how do you add oil in flight? I’ve seen club aircraft burn as much as a 1/2 qt/hr. The sump would be bone dry after 21 hrs with no additional oil.
The Aztec would burn considerably more than 8-10 GPH. Probably closer to 25 GPH. So we are talking about over 500 gallons. The Aztec is a rather slow twin with a pair of 250 HP flat engines. It is Pipers upscale Apache, just as the Beech Baron is the high power version of the Travelair. John
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Well Jon Johanson has done it both ways (make that crossed the Pacific … ) in an RV-4 during his round the world trips. Check out his Web site at http://www.mag-net.educ.monash.edu.au/saaa/head.html.
This link doesn’t work for me?
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I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James
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Check out http://www.calle.com/aviation/airports.cgi Allows you to specify departure, destination, range and speed, and displays a nice table and map of the results. Lots of material for dream flights… BTW you probably don’t want a totally deserted island; food, water, fuel, runway and women should be minimum requirements (the website allows you to specify 2 out of these 5 
Eric – Hide quoted text — Show quoted text – I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James
Response:
I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James
I think someone tried this in a twin. Her name was Amelia something….. Sorrry, it was too easy to pass on :-) Jeff Oslick
Response:
I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James
Da Plane, Boss, Da Plane! (sorry, just couldn’t help myself) John Galban====N4BQ (PA28-180)
Response:
I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James
James, It is most certainly feasible and is done all the time. Wether done single engine or twin is really no consideration. In some respects, a single may be better than a twin because in a twin you need to carry much more fuel to feed two engines. That second engine does not give you any more chances to remain airborne, if one should fail, until such a time that you are back down to normal weights. During the early phases of the flight you would be so heavy with fuel that one engine could not possibly keep you in the air. The two longest legs are Oakland to Honolulu 2100 NM and from there you have another long leg, either HNL to Majuro, Marshall Islands, or HNL to Tarawa, Republic of Kiribati, the latter one being a good stop, but almost again as far as OAK-HNL. After that you can choose your legs more easily and they are considerably shorter. Reinhard
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I don’t know what you are flying but when flying my instructors Turbo Aztec, six full grown american people and topped off I can hold 15,000 on one engine, well, or as long as my leg holds out. cg It is most certainly feasible and is done all the time. Wether done single engine or twin is really no consideration. In some respects, a single may be better than a twin because in a twin you need to carry much more fuel to feed two engines. That second engine does not give you any more chances to remain airborne, if one should fail, until such a time that you are back down to normal weights. During the early phases of the flight you would be so heavy with fuel that one engine could not possibly keep you in the air. Reinhard
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- Hide quoted text — Show quoted text – I don’t know what you are flying but when flying my instructors Turbo Aztec, six full grown american people and topped off I can hold 15,000 on one engine, well, or as long as my leg holds out. cg It is most certainly feasible and is done all the time. Wether done single engine or twin is really no consideration. In some respects, a single may be better than a twin because in a twin you need to carry much more fuel to feed two engines. That second engine does not give you any more chances to remain airborne, if one should fail, until such a time that you are back down to normal weights. During the early phases of the flight you would be so heavy with fuel that one engine could not possibly keep you in the air. Reinhard
First off, I would have to see that to believe it. Secondly, to fly OAK-HNL in a Turbo Aztec (14 hrs plus 3 hrs reserve), you would carry a lot more weight in fuel than the load you described here. Reinhard
Response:
I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James The two longest legs are Oakland to Honolulu 2100 NM and from there you have another long leg, either HNL to Majuro, Marshall Islands, or HNL to Tarawa, Republic of Kiribati, the latter one being a good stop, but almost again as far as OAK-HNL. After that you can choose your legs more easily and they are considerably shorter.
You could also go up to Alaska, across and down through Russia, over to Japan and then on to the South Pacific. It is a much longer journey, but no 2000 mile over water legs. (I wonder how far the jump to Palau would be, I’ve always wanted to go there…) Brian
Response:
First off, I would have to see that to believe it. Secondly, to fly OAK-HNL in a Turbo Aztec (14 hrs plus 3 hrs reserve), you would carry a lot more weight in fuel than the load you described here. Reinhard I only show from OAK to PHNL to be 2089 nm that would only be about 10 hrs in the air.
My rounded off 2100 NM was only a paltry 11 NM off from your very accurate 2089!! well within range 300 gal, 1800 lbs, but you would not be flying more than 5 hours on one engine. cg
It is quite obvious to me that you are an armchair pilot who has never done anything like this before. Your numbers are all wrong, and I hope for your sake that you never try it. You would most certainly get your feet wet. It took me 13 hours in a Baron 58 and 15 in a Twin Bonanza. Your turbos in that Aztec would most likely do very little if anything for you since westbound to HNL most frequently you need to stay at 10K or below lest you catch the prevailing westerlies which are very strong at altitude. So you would do well to get 150K over the water. Reinhard
Response:
I only show from OAK to PHNL to be 2089 nm that would only be about 10 hrs in the air. well within range 300 gal, 1800 lbs, but you would not be flying more than 5 hours on one engine. cg First off, I would have to see that to believe it. Secondly, to fly OAK-HNL in a Turbo Aztec (14 hrs plus 3 hrs reserve), you would carry a lot more weight in fuel than the load you described here. Reinhard
Response:
First off, I would have to see that to believe it. Secondly, to fly OAK-HNL in a Turbo Aztec (14 hrs plus 3 hrs reserve), you would carry a lot more weight in fuel than the load you described here. Reinhard
I thought for IFR you only needed 45 min reserve. – Doug - Kingfisher plans are here…Now, about that Garage… …cruising between 150 to 200 miles per hour… Greater cruising speeds are possible, but the size of the earth does not warrent greater speeds. -Igor Sikorsky in 1934
Response:
It doesn’t matter a great deal what the legal reserve is. Winds over the Pacific on that flight are usually against you. If you go high at all to minimize fuel consumption the head winds increase. The Aztec is NOT a fast airplane for its fuel consumption. To fly that leg without considerably MORE than a 45 minute reserve, is to seriously invite wet feet. The 3 hour reserve is not bad. The 14 hours is quite optimistic, in my opinion. I think I would use something like 18 hours for flight planning purposes in an Aztec. Then I would add another three hours for reserve. That looks like about 21 hours of fuel. I think you could get it in, but not without some pretty special ferry tanks! John – Hide quoted text — Show quoted text – First off, I would have to see that to believe it. Secondly, to fly OAK-HNL in a Turbo Aztec (14 hrs plus 3 hrs reserve), you would carry a lot more weight in fuel than the load you described here. Reinhard I thought for IFR you only needed 45 min reserve. – Doug - Kingfisher plans are here…Now, about that Garage… …cruising between 150 to 200 miles per hour… Greater cruising speeds are possible, but the size of the earth does not warrent greater speeds. -Igor Sikorsky in 1934
Response:
OK, so its been done before in factory planes, how about homebuilts? I am considering the KR2, which has an advertised range of 1600sm, can this be extended with additional tanks to the 2100nm required to fly to HNL? James – Hide quoted text — Show quoted text – I have this fantasy of flying to one of them deserted SP islands (Robinson Crusoe Syndrome). Has anyone tried this in a single engine airplane, is this feasible at all? Which route would one take? Thanks, James James, It is most certainly feasible and is done all the time. Wether done single engine or twin is really no consideration. In some respects, a single may be better than a twin because in a twin you need to carry much more fuel to feed two engines. That second engine does not give you any more chances to remain airborne, if one should fail, until such a time that you are back down to normal weights. During the early phases of the flight you would be so heavy with fuel that one engine could not possibly keep you in the air. The two longest legs are Oakland to Honolulu 2100 NM and from there you have another long leg, either HNL to Majuro, Marshall Islands, or HNL to Tarawa, Republic of Kiribati, the latter one being a good stop, but almost again as far as OAK-HNL. After that you can choose your legs more easily and they are considerably shorter. Reinhard
Response:
What is the availability of av-gas in Russia. I hear that it’s non-existant. D.
Response:
- Hide quoted text — Show quoted text – I think I would use something like 18 hours for flight planning purposes in an Aztec. Then I would add another three hours for reserve. That looks like about 21 hours of fuel. I think you could get it in, but not without some pretty special ferry tanks! How do you get 21 hours of fuel into an Aztec? I’m not familiar with the type, but at an avg fuel burn of 8-10 GPH – we’re talking about 168-210 gals. Where would you put it all? Another question springs to mind – how do you add oil in flight? I’ve seen club aircraft burn as much as a 1/2 qt/hr. The sump would be bone dry after 21 hrs with no additional oil. If you stay below 10k feet, you will frequently find winds that are not too bad. You often find about 10 knots of help down low.. Under no circumstances would I start out with ANY headwind on that leg. Then you could make HNL in about 14-15 hrs in an Aztec. Taking a Baron to Fiji last year, I flew at 6K feet to HNL and did quite well. (13 hrs.) Fitting all that fuel into the plane is really not so difficult. There are professional tanking outfits that install ferry tanks in the cabin in a day. You are certainly correct when you adress the oil issue. It is absolutely essential that you know the oil consumption of your engines. And there is also a way to rig an oil replenishing setup to that you can add oil in flight. Reinhard
Reinhard is exactly right. You notice in the original post that I did mention that it would take some fancy ferry tanks to get the fuel in! When my airplane flew across the Atlantic from Brazil to Cornwall, they added a special fancy ferry tank. A 50 gallon drum on chocks where the back seat goes, with a wobble pump to pump fuel up into the wing tank. They recommended that you run the wing tank down to less than a quarter full before pumping fuel up to it. They said watch the gauges so you do not overfill it and pump fuel overboard. The also recommended the long distance power setting of 1800 RPM and 23 inches of manifold pressure. That was supposed to get the fuel consumption down to 14.7 gallons per hour. That gave a little over eight hours in the air. At that power setting, you get 100 knots! Still wouldn’t make Honolulu! John
Response:
No idea about a KR2, but you might want to read Sport Aviation (past few issues) and look for the 2 part round the world story by the author and Burt Rutan, who flew their Long EZ’s around the world. Very informative (and nice pictures – Hide quoted text — Show quoted text – OK, so its been done before in factory planes, how about homebuilts? I am considering the KR2, which has an advertised range of 1600sm, can this be extended with additional tanks to the 2100nm required to fly to HNL? James
Response:
- Hide quoted text — Show quoted text – OK, so its been done before in factory planes, how about homebuilts? I am considering the KR2, which has an advertised range of 1600sm, can this be extended with additional tanks to the 2100nm required to fly to HNL? James Well Jon Johanson has done it both ways (make that crossed the Pacific … ) in an RV-4 during his round the world trips. Check out his Web site at http://www.mag-net.educ.monash.edu.au/saaa/head.html. He has also published his autobio called "Aiming High", Wakefield Press, South Australia, ISBN 1 86254 424 7. Highly recommended reading for anyone building their own plane.
James, You are considering a monumental task here ol chap, this sought of feat requires a hell of a lot of homework and I would suggest you’re really stretching it in a KR-2. With a large amount of retro-fitting you could possibly carry out this adventure, however the stakes are extremely high! I would also endorse the above, ie read Jon Johannson’s book and while your doing that bare a thought for the planning both technically and enroute that goes into these voyages. You may also wish to contact the "Mick & Dick" of "Round the World Friendship Tour":- Sport Aviation Feb edition Pg 76. For a start, unless you’ve got heaps of "Bucks" behind you, just go build your A/C and enjoy flying it around the "States". Whilst I’ll admit, I don’t have an intermit knowledge of the KR-2 and its weight & balance etc, it is only small by any standards. Its payload excess does not go down well with the number crunching required when you consider such additions as fuel, extra redundancy systems req’d, and ESPECIALLY CONSIDER ENGINE RELIABLITY etc, etc. To say the least, 18 plus hours is a long time to spend in the close confines of a KR-2 cockpit, surrounded by custom built ferry tanks around your ears. I have two buddies that were involved in Ferry Flights across the Pacific in their younger days. One of them did get his feet wet mid Pacific (1200 Nm from nowhere & at night) when the nut on the Alternator pulley worked its way loose. Lucky for him he had spotted a fishing boat a couple of hours before and was able to back track and relocate it. All be it, he was now down to torch and compass. That was in a brand new production A/C as well. Glenn now does his long transcontinental flights the same way I do, the only way:-In style at 43,000 ft. James, whilst your challenge is a commendable one, the golden rule is to keep your feet dry. Best way to do that is travel the South Pacific the same way most of us do, In a 747, 767 etc, and don’t forget you can have the added advantage of sipping champagne or other adult beverages!! If you’re considering going on from HNL to other South Pacific destinations, then you have a hole heap more challenges in front of you. Regards Ray (Just my 2 cents worth) J.
Response:
My tongue was firmly in cheek. I don’t fly VFR without at least 1 hour reserve. — Doug - Kingfisher plans are here…Now, about that Garage… – Hide quoted text — Show quoted text – It doesn’t matter a great deal what the legal reserve is. Winds over the Pacific on that flight are usually against you. If you go high at all to minimize fuel consumption the head winds increase. The Aztec is NOT a fast airplane for its fuel consumption. To fly that leg without considerably MORE than a 45 minute reserve, is to seriously invite wet feet. The 3 hour reserve is not bad. The 14 hours is quite optimistic, in my opinion. I think I would use something like 18 hours for flight planning purposes in an Aztec. Then I would add another three hours for reserve. That looks like about 21 hours of fuel. I think you could get it in, but not without some pretty special ferry tanks! John I thought for IFR you only needed 45 min reserve. – Doug - Kingfisher plans are here…Now, about that Garage… …cruising between 150 to 200 miles per hour… Greater cruising speeds are possible, but the size of the earth does not warrent greater speeds. -Igor Sikorsky in 1934
Response:
OK, so its been done before in factory planes, how about homebuilts? I am considering the KR2, which has an advertised range of 1600sm, can this be extended with additional tanks to the 2100nm required to fly to HNL? James
Well Jon Johanson has done it both ways (make that crossed the Pacific … ) in an RV-4 during his round the world trips. Check out his Web site at http://www.mag-net.educ.monash.edu.au/saaa/head.html. He has also published his autobio called "Aiming High", Wakefield Press, South Australia, ISBN 1 86254 424 7. Highly recommended reading for anyone building their own plane. Rgds JD …… I’d rather be flying ….. John Duncan M.C.N.E. PPL(A) J.P. AOPA(Aust)#42745 EAA#548147 J & J Network Services Pty Ltd P.O. Box 109 Minto N.S.W. 2566 Australia
Response:
I think I would use something like 18 hours for flight planning purposes in an Aztec. Then I would add another three hours for reserve. That looks like about 21 hours of fuel. I think you could get it in, but not without some pretty special ferry tanks! How do you get 21 hours of fuel into an Aztec? I’m not familiar with the type, but at an avg fuel burn of 8-10 GPH – we’re talking about 168-210 gals. Where would you put it all? Another question springs to mind – how do you add oil in flight? I’ve seen club aircraft burn as much as a 1/2 qt/hr. The sump would be bone dry after 21 hrs with no additional oil.
If you stay below 10k feet, you will frequently find winds that are not too bad. You often find about 10 knots of help down low.. Under no circumstances would I start out with ANY headwind on that leg. Then you could make HNL in about 14-15 hrs in an Aztec. Taking a Baron to Fiji last year, I flew at 6K feet to HNL and did quite well. (13 hrs.) Fitting all that fuel into the plane is really not so difficult. There are professional tanking outfits that install ferry tanks in the cabin in a day. You are certainly correct when you adress the oil issue. It is absolutely essential that you know the oil consumption of your engines. And there is also a way to rig an oil replenishing setup to that you can add oil in flight. Reinhard
Response:
It doesn’t matter a great deal what the legal reserve is. Winds over the Pacific on that flight are usually against you. If you go high at all to minimize fuel consumption the head winds increase. The Aztec is NOT a fast airplane for its fuel consumption. To fly that leg without considerably MORE than a 45 minute reserve, is to seriously invite wet feet. The 3 hour reserve is not bad. The 14 hours is quite optimistic, in my opinion. I think I would use something like 18 hours for flight planning purposes in an Aztec. Then I would add another three hours for reserve. That looks like about 21 hours of fuel. I think you could get it in, but not without some pretty special ferry tanks!
How do you get 21 hours of fuel into an Aztec? I’m not familiar with the type, but at an avg fuel burn of 8-10 GPH – we’re talking about 168-210 gals. Where would you put it all? Another question springs to mind – how do you add oil in flight? I’ve seen club aircraft burn as much as a 1/2 qt/hr. The sump would be bone dry after 21 hrs with no additional oil.
Response:
What did you assume that I would try it without any preflight planning?? cg It is quite obvious to me that you are an armchair pilot who has never done anything like this before. Your numbers are all wrong, and I hope for your sake that you never try it. You would most certainly get your feet wet. It took me 13 hours in a Baron 58 and 15 in a Twin Bonanza. Your turbos in that Aztec would most likely do very little if anything for you since westbound to HNL most frequently you need to stay at 10K or below lest you catch the prevailing westerlies which are very strong at altitude. So you would do well to get 150K over the water. Reinhard
Response:
First off, I would have to see that to believe it. Secondly, to fly OAK-HNL in a Turbo Aztec (14 hrs plus 3 hrs reserve), you would carry a lot more weight in fuel than the load you described here. Reinhard I thought for IFR you only needed 45 min reserve. – Doug -
Surely you jest, Doug. Kidding aside, the special flight permit that you get for the overload condition and he temporary fuel tank installation requires you calculate in a 3 hour reserve on transoceanic flights. Things can happen while on such a long flight; the forecast winds can turn out different, you might have equipment problems that cause you to burn more fuel for less airspeed than you had planned, etc. I have had several a couple of occasions when I was glad for the extra fuel. Remember, there is only one time when you can have too much fuel: when you are on fire. Reinhard
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Question:
I have a friend that has an old fly rod and wants to know how much it is worth. I’m not familiar with this particular sport, but thought maybe someone could point me to a book or internet site that would be helpful. The information he gave me was that it is made by Wright and McGill, Eagle Claw, Trailmaster 6′9", Model VM8TM, Line size 7", mini serrules. You can either email me directly (as I am not a reader of this group), or just reply here in the group and I will come back each day for a few days. Thank you for your help. Richard Fitzgerald
Response:
Dick Spurr’s Classis Chronicle page is reachable from my homepage listed below. Hope this helps . . . http://www.kings.edu/~lsgorney/index.htm – Hide quoted text — Show quoted text – I have a friend that has an old fly rod and wants to know how much it is worth. I’m not familiar with this particular sport, but thought maybe someone could point me to a book or internet site that would be helpful. The information he gave me was that it is made by Wright and McGill, Eagle Claw, Trailmaster 6′9", Model VM8TM, Line size 7", mini serrules. You can either email me directly (as I am not a reader of this group), or just reply here in the group and I will come back each day for a few days. Thank you for your help. Richard Fitzgerald
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I have a friend that has an old fly rod and wants to know how much it is worth. I’m not familiar with this particular sport, but thought maybe someone could point me to a book or internet site that would be helpful. The information he gave me was that it is made by Wright and McGill, Eagle Claw, Trailmaster 6′9", Model VM8TM, Line size 7", mini serrules. You can either email me directly (as I am not a reader of this group), or just reply here in the group and I will come back each day for a few days. Thank you for your help.
I beleive I had owned one of these rods in the mid ’70’s. A great pack rod then. I also beleive that is a combonation spin/fly,swapping the handle around to accomadate your fishing needs. I used an HCH or an HDH double taper, this sounds sort of dated but that’s the facts. Caught many fish on both spin and fly. IMHO, it was a better spin rod than a fly rod. It was all the 7wt. line rating and maybe a little more, a real noodle comparied to todays graphites. Do I miss it? Yes, just the backcountry memories. If you look close on the lable it should say that it has a life time guarantee, too. Paid about $50 new ‘74. I heard that this rod was to go back into production for around $110-145 last year or this. Your friends rod worth about $50-70 Doug Knight Posting on the road this weekend I want NO SPAM in this box, You are for warned
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