Sport Pilot Talk

So my Baby Ace is nearing completion of repairs in Phoenix. I recently moved from Tucson to near Sacramento, and looking at potential routes to get the Baby Ace here. Range on a full tank no-wind is about 150 miles, and it struggles over 8,000’ DA. Is it even possible, or should I take the wings off and U-Haul it here?

Any recommendations (and war stories) most welcome!

Anyone flown this route? If so, did you go through the Tehachapi Pass?

Years ago, I flew through Tehachapi pass about every other week in an OH-58 Army helicopter. Each time, it was a really easy trip, which lulled me into a bit of over-confidence... When I needed to make a long cross-country for my airplane Commercial, I flew a Piper Arrow from Monterrey to LA (Disneyland), then on to Las Vegas (late evening flight, dinner and overnight stay), and then returned to Monterrey via the Tehachapi pass.

Because it was Las Vegas, we did not get as early of a start as I had hoped (another couple was with us), and although I checked the forecast, I didn't pay enough attention to the winds aloft, and how they might affect flying through that pass... It was howling aloft that day, directly out of the West, so it was really funnelling through the pass. We wound up flying pretty low (legal minimum, basically) to minimize the headwind, and the turbulence (though better than at higher altitude) was a bit rough for the two wives.

If you had asked me prior to that day, I would have said "It would be a piece of cake." But after that, I took a much harder look at the winds aloft and how they might funnel through the pass before going through it. On the plus side, I never experienced that kind of wind and turbulence again, even though I continued to fly through the pass on a bi-weekly basis.

I would say that as long as you plan to go through there in the early morning (the earlier the better), it should be a reasonably good route. Later in the day, you're more likely to get turbulence and winds. Plus there is a fairly active glider operation that operates in precisely those conditions, so keep your head on a swivel! I would create a "Plan B" to spend the night somewhere east of the pass in case the winds are up on the day you plan to go. Still probably save you money over the cost of removing the wings and trucking it. (Bonus - it's a really beautiful flight.)

JimParker256 wrote: ↑Tue Aug 10, 2021 9:05 am Years ago, I flew through Tehachapi pass about every other week in an OH-58 Army helicopter. Each time, it was a really easy trip, which lulled me into a bit of over-confidence... When I needed to make a long cross-country for my airplane Commercial, I flew a Piper Arrow from Monterrey to LA (Disneyland), then on to Las Vegas (late evening flight, dinner and overnight stay), and then returned to Monterrey via the Tehachapi pass.

Because it was Las Vegas, we did not get as early of a start as I had hoped (another couple was with us)

Its a good thing the examiner didn't ask about your cross country when you were doing your checkride.

Sorry, not much help on the OP question. If I were doing it I have a friend I would ask, he has made the trip many times in light aircraft ( Cub, Taylorcraft, ect,).

Why do you think it was a good thing the examiner didn't ask me about that flight?

JimParker256 wrote: ↑Wed Aug 11, 2021 9:57 am Why do you think it was a good thing the examiner didn't ask me about that flight?

It would have counted towards cross country flight time, but not the required long cross country. The regulations have changed a little in the past few years to allow for an instructor to ride along on the long cross country, but before that is was supposed to be solo. Carrying passengers is not solo. When I was renewing my flight instructor one time they held a DPE panel. One of the DPE's talked about a commercial pilot applicant. He asked them to tell them about their long cross country. The applicant said it was a wonderful time, he took his family to Disney World. That was the end of the checkride.

As an aside I think the change was to allow the long instrument cross country to also count towards the commercial certificate.

FYI - my Commercial checkride was done in the late 70's. I'm pretty sure the rules have changed somewhat since then... In any case, a subsequent night cross-country (with my CFI) from South Lake Tahoe to Santa Barbara Muni would have satisfied the current requirement.

But none of this helps the OP with his question... I still think the Tehachapi Pass is eminently doable in his Baby Ace, though I'd recommend going through the pass early in the morning.

JimParker256 wrote: ↑Wed Aug 11, 2021 4:13 pm FYI - my Commercial checkride was done in the late 70's. I'm pretty sure the rules have changed somewhat since then... In any case, a subsequent night cross-country (with my CFI) from South Lake Tahoe to Santa Barbara Muni would have satisfied the current requirement.

But none of this helps the OP with his question... I still think the Tehachapi Pass is eminently doable in his Baby Ace, though I'd recommend going through the pass early in the morning.

I started flying in the late 70's and did my commercial in the 80's. The requirements were certainly different back then.

I also did my Commercial in the early 80s, and can validate what Tom said.

Thanks for the replies!

I’ve flown Tucson to the Bay Area many times in various aircraft, some more and some less capable than your Baby Ace. Also many more times just going over the Tehachapi’s.
Jim Parker gave you very good advice. Perhaps stay to the east at Apple Valley or Fox, watch the weather like a hawk, watch those winds aloft, VERY EARLY START!
You’ll have a beautiful flight!