XC planning with family

[midlifeflyer]

1 hour ago, flyboy0681 said:

OK, you guys convinced me that it shouldn't pose a problem. Since I would be coming from Texas, I'll already be south. That said, if I filed IFR is there the potential that I would be routed differently than filed, or should I just get Flight Following and do it my way?

Night flying will not be an issue since I don't fly at night. In fact, the last logbook entry for a night flight was in 1983. 

IFR at those lower altitudes is rare enough that I don’t think significant reroutes should be a big concern. OTOH, IFR conditions are even rarer. I flew in IMC there only once (not the time of the hold). There’s not even a good IFR convenience factor. 

[flyboy0681]

17 hours ago, Ragsf15e said:

Depending on time of year, it should be totally vfr.  If it’s not, 90% of the time you don’t want to be imc in whatever is there anyway.  Flight following should be fine.  If you don’t like a route change or shortcut when you’re ifr, feel free to tell them youd prefer your original route and they will normally comply.

watch out for los alamos r area nw of santa fe.

I should have mentioned that I would not fly it unless the day was clear. I file IFR just to be in the system, even if it takes me a little out of the way. This trip will be in late April. 

[Ragsf15e]

3 minutes ago, flyboy0681 said:

I should have mentioned that I would not fly it unless the day was clear. I file IFR just to be in the system, even it takes me a little out of the way. This trip will be in late April. 

Fair enough.  That’s a good technique a lot of places back east.  Once you cross the Mississippi (or thereabouts), you’ll likely see less ifr weather, less good ifr routing (because they have to keep you high above the mountains or well away, and better results from flight following.  The atc is a little more relaxed out this way too, so ff isn’t really ever a problem and you can generally get a popup ifr if you need it (California might be different).

[1980Mooney]

8 hours ago, Ragsf15e said:

Fair enough.  That’s a good technique a lot of places back east.  Once you cross the Mississippi (or thereabouts), you’ll likely see less ifr weather, less good ifr routing (because they have to keep you high above the mountains or well away, and better results from flight following.  The atc is a little more relaxed out this way too, so ff isn’t really ever a problem and you can generally get a popup ifr if you need it (California might be different).

Excellent points.

9 hours ago, flyboy0681 said:

OK, you guys convinced me that it shouldn't pose a problem. Since I would be coming from Texas, I'll already be south. That said, if I filed IFR is there the potential that I would be routed differently than filed, or should I just get Flight Following and do it my way?

Night flying will not be an issue since I don't fly at night. In fact, the last logbook entry for a night flight was in 1983. 

 

8 hours ago, flyboy0681 said:

I should have mentioned that I would not fly it unless the day was clear. I file IFR just to be in the system, even it takes me a little out of the way. This trip will be in late April. 

If you are coming from the south through Texas, once you get to San Angelo just follow V68 to Midland, Hobbs and Roswell.  Then V83 to Corona and Santa Fe. That route is practically direct and keeps you out of the mountain peaks and importantly the MOA's that are usually quite active.

I agree with @Ragsf15e,  it is preferable to file Flight Following.  If you go IFR you will get routed around and likely higher than you want because radio and radar is spotty in Eastern NM. ATC is pretty quiet out there and they are happy to help you if you have an issue.  If you are Flight Following, they know where you are or they are looking for you.  Flight Following throught Texas and New Mexico in VFR is way less hassle with all the benefits of ATC.

New Mexico is renowned for blindingly clear skies.  As @midlifeflyer noted, it is generally VFR and very few times it is IFR.  Due to the extremely dry climate, you don't get low clouds or fog during Spring, Summer or Fall like you are used to in Louisiana.  If you get clouds in New Mexico, they are usually high thin Cirrus.  When it does rarely rain, it is generally more localized towering Cumulonimbus with violent up and down drafts.   But the storms usually pass through fast.  And you can see them coming 100 miles away.  Hell, simply driving around the foothills outside Albuquerque, you can see Mount Taylor over 65 statute miles away.

I am not sure when you are planning to fly - I may have missed it.  Winter flying can be a little more tricky because you will get more clouds down lower during the day.  If visibility starts declining and you see the start of some rime ice, you can file a pop up.  We flew that route with family on board for over 25 years nearly every Thanksgiving or Christmas/New Years and never had a problem.  I think I filed a pop up only once.  And one time I had to have the FBO at KABQ pull our ice-covered Mooney into their heated hangar for an hour or so to melt before departure take-off.  

Now as @midlifeflyer highlighted, Density Altitude might startle you the first time that you take off.  Midland, TX is about 2,800 ft.  Hobbs, NM and Roswell NM are both about 3,600 ft.  But Santa Fe is about 6,400 ft.  If you take off from Roswell and land next in Santa Fe, you may be a bit surprised when you depart Santa Fe with the longer roll and slower rate of climb. But you have 8,366 ft of runway at Santa Fe so just take it smooth and steady. No abrupt maneuvers - don't try to jerk it up to make it climb faster.   (If you go to Albuquerque, the Sunport, KABQ at 5,400 ft elevation, you have a whopping 13,800 ft take off runway with a 10,000 ft backup runway or Double Eagle, KEAG, at 5,800 ft. elevation with a 7,400 ft runway).

You will be just fine and will enjoy the trip.

Edited January 5 by 1980Mooney

[1980Mooney]

On 1/1/2026 at 6:40 PM, Ragsf15e said:

Its sometimes hard to do a second leg in the summer as it gets bumpy and there goes passenger comfort.  Always fly in the morning!!  Maybe you don’t get the thermal bumps as much in Canada, but trust me, morning is always better.  Even if it takes waking up early.

 

On 1/1/2026 at 7:01 PM, dkkim73 said:

In our neck of the woods the point about summer flying in the early AM due to bumps is a good one. 

@jamesyql Aviation author Earnie Gann named his Cessna 310, the "Noon Balloon" because no matter how hard they tried or planned, they never seem to depart before noon.  When we traveled with a young family, I could relate to that.  Yes it is great advice to leave early.  But be prepared that something will always come up to delay you,  If it isn't the weather or the plane, it is friends or family.  The absolute worst thing I hated was when family wanted to go to the airport with us to see us depart.  Too many people - too many questions - too many distractions.  It would always disrupt my preflight preparation, preflight plane prep and walk around.  

[flyboy0681]

8 hours ago, 1980Mooney said:

Excellent points.

 

If you are coming from the south through Texas, once you get to San Angelo just follow V68 to Midland, Hobbs and Roswell.  Then V83 to Corona and Santa Fe. That route is practically direct and keeps you out of the mountain peaks and importantly the MOA's that are usually quite active.

I agree with @Ragsf15e,  it is preferable to file Flight Following.  If you go IFR you will get routed around and likely higher than you want because radio and radar is spotty in Eastern NM. ATC is pretty quiet out there and they are happy to help you if you have an issue.  If you are Flight Following, they know where you are or they are looking for you.  Flight Following throught Texas and New Mexico in VFR is way less hassle with all the benefits of ATC.

New Mexico is renowned for blindingly clear skies.  As @midlifeflyer noted, it is generally VFR and very few times it is IFR.  Due to the extremely dry climate, you don't get low clouds or fog during Spring, Summer or Fall like you are used to in Louisiana.  If you get clouds in New Mexico, they are usually high thin Cirrus.  When it does rarely rain, it is generally more localized towering Cumulonimbus with violent up and down drafts.   But the storms usually pass through fast.  And you can see them coming 100 miles away.  Hell, simply driving around the foothills outside Albuquerque, you can see Mount Taylor over 65 statute miles away.

I am not sure when you are planning to fly - I may have missed it.  Winter flying can be a little more tricky because you will get more clouds down lower during the day.  If visibility starts declining and you see the start of some rime ice, you can file a pop up.  We flew that route with family on board for over 25 years nearly every Thanksgiving or Christmas/New Years and never had a problem.  I think I filed a pop up only once.  And one time I had to have the FBO at KABQ pull our ice-covered Mooney into their heated hangar for an hour or so to melt before departure take-off.  

Now as @midlifeflyer highlighted, Density Altitude might startle you the first time that you take off.  Midland, TX is about 2,800 ft.  Hobbs, NM and Roswell NM are both about 3,600 ft.  But Santa Fe is about 6,400 ft.  If you take off from Roswell and land next in Santa Fe, you may be a bit surprised when you depart Santa Fe with the longer roll and slower rate of climb. But you have 8,366 ft of runway at Santa Fe so just take it smooth and steady. No abrupt maneuvers - don't try to jerk it up to make it climb faster.   (If you go to Albuquerque, the Sunport, KABQ at 5,400 ft elevation, you have a whopping 13,800 ft take off runway with a 10,000 ft backup runway or Double Eagle, KEAG, at 5,800 ft. elevation with a 7,400 ft runway).

You will be just fine and will enjoy the trip.

All very good advice, thanks. The only technical aspect that I will need to read up on is leaning for high altitude airports, something that I've never had to do before.

 

[1980Mooney]

25 minutes ago, flyboy0681 said:

All very good advice, thanks. The only technical aspect that I will need to read up on is leaning for high altitude airports, something that I've never had to do before.
 

 

Ahh yes… good point.  I always overlooked that because my Missile conversion has Auto-Lean altitude compensating fuel injection mixture. I believe it automatically adjusts mixture all the way up to 7000 feet at which point it doesn’t materially matter.  I am firewall forward on every takeoff regardless of the airport. I’m spoiled – I don’t need to even think about it.  

 

[hypertech]

1600 nm is a loooong trip with a 3 yr old especially if weather or headwinds pop up.  Too long IMHO.  We do 2.5-3.5 hour legs.  Max 3 in a day but prefer only two.  That typically gets us from New England to the Midwest.  Farther than that and I start considering commercial. 

Agreed on the advice to use the nice FBO.  Our now 6 year old has been flying since an infant.  She is actually disappointed on shorter trips when we don't need a fuel stop.  The treats at the FBOs, running around to get the wiggles out, etc have become a highlight for her.

[Schllc]

4 minutes ago, hypertech said:

1600 nm is a loooong trip with a 3 yr old especially if weather or headwinds pop up.  Too long IMHO.  We do 2.5-3.5 hour legs.  Max 3 in a day but prefer only two.  That typically gets us from New England to the Midwest.  Farther than that and I start considering commercial. 

 

One of the factors for me, not sure how everyone else copes, is that 4-6 hours in a mooney is a lot.  

It is not physically too much, but between the noise, the altitude, and the normal stress of flying, it just adds up.  I personally think it is the noise that is the biggest factor for me.  The constant sound creates subtle stress that just builds as the day goes on.  I have done longer in the mooney, and can, just prefer to avoid longer.  I suspect passengers have some of these same factors, and for comfort and compassion, it should be factored.

[jamesyql]

1600 nm is a loooong trip with a 3 yr old especially if weather or headwinds pop up.  Too long IMHO.  We do 2.5-3.5 hour legs.  Max 3 in a day but prefer only two.  That typically gets us from New England to the Midwest.  Farther than that and I start considering commercial. 
Agreed on the advice to use the nice FBO.  Our now 6 year old has been flying since an infant.  She is actually disappointed on shorter trips when we don't need a fuel stop.  The treats at the FBOs, running around to get the wiggles out, etc have become a highlight for her.

Agree it’s a long distance, totally why I’m interested to hear everyone’s thoughts and make sure my wife is on board with the plan with the benefit of everyone’s perspectives. So far- she is. We have been discussing leg length together and she thinks 2.5h is doable, making our trip 2 legs per day over 2 days. Extra leg on the way home for wind. Our son has flown with us on shorter XC flights and does very well, especially with the snacks and free rein of the iPad which is not usually the case at home. Again, thanks for all the replies. It is appreciated!

[dkkim73]

6 hours ago, jamesyql said:

Agree it’s a long distance, totally why I’m interested to hear everyone’s thoughts and make sure my wife is on board with the plan with the benefit of everyone’s perspectives. So far- she is. We have been discussing leg length together and she thinks 2.5h is doable, making our trip 2 legs per day over 2 days. Extra leg on the way home for wind. Our son has flown with us on shorter XC flights and does very well, especially with the snacks and free rein of the iPad which is not usually the case at home. Again, thanks for all the replies. It is appreciated!

That doesn't sound too unreasonable. Sometimes the frictional addition of time lengthens the day. Ie. a quick 1 hr jaunt takes the afternoon, etc. And 1.5 hrs is easier than 2.5 hrs. But sometimes it just flies by and everyone's fine. 

I imagine that if you avoid the feeling of pressure (other than what the wx and physiological limitations impose) and (all of you) enjoy the process, you'll have a good time. I remember being forced down coming from KOGD back across WY by area lightning (I think we stopped in Bridger?) and we stayed at a rental vacation cabin. I remember playing with my toddler son in a small town playground, getting burgers, and it was sunny by late afternoon. Easy flight the next day to make up the time. 

Given we met at the MPPP I know a bit more about your background. I imagine your wife is not a fainting flower.  

[dkkim73]

8 hours ago, Schllc said:

I personally think it is the noise that is the biggest factor for me. 

Someone here mentioned dynamic prop balancing and I was thinking about doing that again. Got it done when I got the plane, but have had cylinder work since then. 

[Schllc]

2 hours ago, dkkim73 said:

Someone here mentioned dynamic prop balancing and I was thinking about doing that again. Got it done when I got the plane, but have had cylinder work since then. 

That is a good reminder. I took it for granted with the new prop, but in situ is obviously superior. 

[McMooney]

On 1/4/2026 at 3:35 PM, flyboy0681 said:

OK, you guys convinced me that it shouldn't pose a problem. Since I would be coming from Texas, I'll already be south. That said, if I filed IFR is there the potential that I would be routed differently than filed, or should I just get Flight Following and do it my way?

Night flying will not be an issue since I don't fly at night. In fact, the last logbook entry for a night flight was in 1983. 

I fly all xc's IFR, just easier.  i wouldn't say really a reroute, my experience, they'll try to send you direct asap.  you may get some trouble around roswell, depending if the aliens are about.  stop in roswell,  hopefully the alien museum is open

[exM20K]

11 hours ago, Schllc said:

One of the factors for me, not sure how everyone else copes, is that 4-6 hours in a mooney is a lot.  

It is not physically too much, but between the noise, the altitude, and the normal stress of flying, it just adds up.  I personally think it is the noise that is the biggest factor for me.  The constant sound creates subtle stress that just builds as the day goes on.  I have done longer in the mooney, and can, just prefer to avoid longer.  I suspect passengers have some of these same factors, and for comfort and compassion, it should be factored.

Do you find the A* less fatiguing? Probably louder but pressurized.

-dan

[Schllc]

8 minutes ago, exM20K said:

Do you find the A* less fatiguing? Probably louder but pressurized.

-dan

Oh, absolutely. I could fly 10 hours, and have, with no fatigue at all, the seating position is nowhere near as comfortable as the Mooney though. 
The noise reductions with rpm’s on the lycoming are dramatic. I’ll fly 26”/2050rpm and you can easily take off your headset. It’s still more comfortable with them on but if you take them off for 5-10 minutes to give your head a rest it’s fine.  
I tried low rpm’s on the acclaim, I can’t recall but I believe the green arc ends at 22 or 2300 but the noise difference was almost indistinguishable and speed suffered so it wasn’t worth it. 
the pressurization is 10k at 25k. But it seldom makes sense to go beyond 17-18k so I’m usually closer to a 5k cabin pressure.  My o2 stats have always been good at all altitudes, and while I know it still plays a factor, the noise is the big issue for me. 
 

[EricJ]

12 hours ago, flyboy0681 said:

All very good advice, thanks. The only technical aspect that I will need to read up on is leaning for high altitude airports, something that I've never had to do before

If you know what your usual takeoff EGTs are, hold brakes at the end of the runway, give it full throttle and lean to about those EGTs.   Likewise, if it fails runup mag check, pull the mixture somewhat lean and try again.     If it starts but won't keep running on a hot start, the next time it catches turn the boost pump on, and then off again once it is running steady.   Leaning for ground ops, basically nearly to idle cutoff for taxi/hold, helps to prevent lead fouling on the ground.

High DA is normal life for many in the west.  The leaning part is easy, the main thing is just to remember to do it.