Lightning-List Digest Archive

Thu 08/09/07


Total Messages Posted: 13



Today's Message Index:
----------------------
 
     1. 06:44 AM - Lightning World Record (Pete)
     2. 07:32 AM - Re: Lightning World Record (JOSEPH MATHIAS LINDA MATHIAS)
     3. 07:53 AM - Re: Lightning World Record (Brian Whittingham)
     4. 07:54 AM - Re: Lightning World Record (EAFerguson@aol.com)
     5. 09:16 AM - Re: Lightning World Record (Rick Bowen)
     6. 11:18 AM - Re: Lightning World Record (N1BZRich@aol.com)
     7. 03:52 PM - Re: Lightning World Record (Tex Mantell)
     8. 05:44 PM - Aviating in Virginia (rickss)
     9. 05:59 PM - Panel #3 (Jim Langley)
    10. 06:04 PM - Re: Aviating in Virginia (ryan gross)
    11. 06:08 PM - Re: Aviating in Virginia (Jim Langley)
    12. 06:48 PM - Re: condition inspection (deuskid)
    13. 07:07 PM - Lightning fiberglass factory visit (N1BZRich@aol.com)
 
 
 


Message 1


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    Time: 06:44:37 AM PST US
    From: "Pete" <pete@flylightning.net>
    Subject: Lightning World Record
    TO ALL: I received this from Earl Ferguson about his record attempt for coast to coast speed. Greetings from California. Lightning now has a World Record and a U.S. National Record (subject to completing the required paperwork and approvals).The world record will be for speed over a recorded course. The US National one is for speed over a recognized course, Coast to Coast Westbound. I think those terms are correct. I had hoped to do this in one day back in June, but now the days are shorter, so an overnight stop was necessary. Get as far as possible on day one, finish at the Poggi VOR in San Diego the second morning, that adds 10 hours to the elapsed time, so the speed isn't as impressive as it could have been. But we're on the record books. N17EF and I left SAV (Savannah) at 6:20 EDT on Monday, August 4 and headed west. Scheduled stops at Quitman, MS and Athens, TX went without a hitch except for tightning up an aleron bolt at Athens. Out of Athens, Flight Watch reported an Airmet for west Texas with severe TBs around Guadaloupe pass and suggested a detour to the north. So I stoped in Midland instead of Wink for fuel and to check weather. Looking at the radar and discussing the possibilities with Chris Brown in Atlanta, it looked doable, so I headed west. No problem until I approached the Pass, where there was a distinct line of very big CBs. Visibility was good, at least 50 miles, which helped. Flying at 8500', I was about even with the cloud bases. I could see the rain showers ahead, and there, appeared to be a passage through. However, as I got closer, there was a lot of lightning and very heavy rain, so I turned south to look for a better opening. Fifty miles later, I found a better looking opening, and turned west. Still lots of CBs and rain showers with some lightning, but better. I picked up some static electricity and drew a spark with I touched the stick. At the same time the EIS screen went blank. Fortunately nothing else was affected, but I lost the engine instruments. There is an engine instrument screen on the EFIS, for I had a back-up source, but with one EFIS I can't look at the engine instruments and the moving map at the same time. No way would I attempt a reboot inflight under those conditions. So I turned west and dodged rain showers. Found and followed an Interstate highway just in case something else quit, but nothing did. Once I got past the squall line, the flight from there into El Paso was uneventful. Landed at W. Texas regional, a little airport east of El Paso to refuel. Fortunately, the EIS came back on at restart, what a relief! With daylight running out, I called ahead and arranged for the Holiday Inn in Deming, NM to pick me up, and made an uneventful flight there for the night. Deming has a nice Holiday Inn in case you ever need a place to stay there, but I digress. I took off at first light from Deming, headed for Lightning West at Marana, AZ. Uneventful flight. Gregg Hobbs met me at the self serve gas pump for a brief visit. Rats, I forgot to take a picture. We may stage that scene again for a photo. Took off from Marana for San Diego. Enroute Flight Watch reported an AirMet for the LA area with mountain obscurations. VFR flight not advised. FW suggested I stop at Imperial and wait it out. NO WAY! I've been 1800+ miles and no way am I going to stop within sight (almost) of the coast. So I kept going. There is a broad 5000'+ ridge between Imperial and the San Diego/LA basin. Crossing this I held my breath to see what weather would appear ahead. The end of the record trip was planned at the Poggi VOR, and it kept getting closer. At 50 NM, I couldn't see over the ridge. At 25 NM I was at the edge and could see down into the basin -- all the way to the ocean. The AirMet was still in effect, but the predicted weather had cleared. The way to Poggi was clear. The approach control freq in San Diego is busy and everybody talks fast. My controller just wanted we to go away, but I explained that I needed a recorded time over Poggi. He finally handed me off to a different freq, apparently the Ops Manager I had talked to the day before, and the attitude was completely changed. I got an "on top Poggi at 1735Z" from Approach and a hand off to Brown Field tower 3 miles away. The tower at Brown is busy, and the controllers talk even faster than the approach controllers. I had shipped a change of clothing to First Flight at Brown back in June before my first attempts. I found Tom Sarvis at First Flight and my box was still there waiting. After this trip, I wasn't sure how much recovery time I would need, but there was more a feeling of elation than exhaustion. I started making phone calls to let tell everybody about the successful record run. By the time most of the calls were made, the cell phone battery was flat. So, if I didn't call you, that's my excuse. There is a restaurant at Brown, so I had lunch and plugged in the recharger. There isn't much flight planning available at Brown, their online wx computer didn't work, and nobody sells charts. The smog was developing, so I wanted out of Dodge. I called some airports and French Valley south of Riverside had charts. I have family in Palo Alto south of San Francisco, and they offered a place to stay. So I took off for points north. After a 1900 NM trip across the US, 450 NM to the San Francisco area should be easy. Bought the charts in French Valley and took off. By this time it's 3:30 local, and the brown LA haze is almost to the tops of the 10,000'+ mountains that rim the LA area. In-flight planning in smog and mountains isn't easy, but I am now qualified to teach a class on in-flight planning and map folding. But I got to Palo Alto exactly when I had told my aunt I would be there. Pure luck. I am writing this from my Aunt Barbara's computer here. There's more to tell of course, but this will provide a summary. I'm glad it's over, and I can concentrate on other things. The airplane and the Jabiru engine did great. Now to get home and put it all back together. Thanks to everybody on this list for your help and encouragement. Earl Ferguson Palo Alto, CA


    Message 2


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    Time: 07:32:05 AM PST US
    From: "JOSEPH MATHIAS LINDA MATHIAS" <lbmathias@verizon.net>
    Subject: Re: Lightning World Record
    Andair valvesCongratulations Earl! Way to go! Linda and Joe Mathias ----- Original Message ----- From: Pete To: lightning-list@matronics.com Sent: Thursday, August 09, 2007 9:41 AM Subject: Lightning-List: Lightning World Record TO ALL: I received this from Earl Ferguson about his record attempt for coast to coast speed. Greetings from California. Lightning now has a World Record and a U.S. National Record (subject to completing the required paperwork and approvals).The world record will be for speed over a recorded course. The US National one is for speed over a recognized course, Coast to Coast Westbound. I think those terms are correct. I had hoped to do this in one day back in June, but now the days are shorter, so an overnight stop was necessary. Get as far as possible on day one, finish at the Poggi VOR in San Diego the second morning, that adds 10 hours to the elapsed time, so the speed isn't as impressive as it could have been. But we're on the record books. N17EF and I left SAV (Savannah) at 6:20 EDT on Monday, August 4 and headed west. Scheduled stops at Quitman, MS and Athens, TX went without a hitch except for tightning up an aleron bolt at Athens. Out of Athens, Flight Watch reported an Airmet for west Texas with severe TBs around Guadaloupe pass and suggested a detour to the north. So I stoped in Midland instead of Wink for fuel and to check weather. Looking at the radar and discussing the possibilities with Chris Brown in Atlanta, it looked doable, so I headed west. No problem until I approached the Pass, where there was a distinct line of very big CBs. Visibility was good, at least 50 miles, which helped. Flying at 8500', I was about even with the cloud bases. I could see the rain showers ahead, and there, appeared to be a passage through. However, as I got closer, there was a lot of lightning and very heavy rain, so I turned south to look for a better opening. Fifty miles later, I found a better looking opening, and turned west. Still lots of CBs and rain showers with some lightning, but better. I picked up some static electricity and drew a spark with I touched the stick. At the same time the EIS screen went blank. Fortunately nothing else was affected, but I lost the engine instruments. There is an engine instrument screen on the EFIS, for I had a back-up source, but with one EFIS I can't look at the engine instruments and the moving map at the same time. No way would I attempt a reboot inflight under those conditions. So I turned west and dodged rain showers. Found and followed an Interstate highway just in case something else quit, but nothing did. Once I got past the squall line, the flight from there into El Paso was uneventful. Landed at W. Texas regional, a little airport east of El Paso to refuel. Fortunately, the EIS came back on at restart, what a relief! With daylight running out, I called ahead and arranged for the Holiday Inn in Deming, NM to pick me up, and made an uneventful flight there for the night. Deming has a nice Holiday Inn in case you ever need a place to stay there, but I digress. I took off at first light from Deming, headed for Lightning West at Marana, AZ. Uneventful flight. Gregg Hobbs met me at the self serve gas pump for a brief visit. Rats, I forgot to take a picture. We may stage that scene again for a photo. Took off from Marana for San Diego. Enroute Flight Watch reported an AirMet for the LA area with mountain obscurations. VFR flight not advised. FW suggested I stop at Imperial and wait it out. NO WAY! I've been 1800+ miles and no way am I going to stop within sight (almost) of the coast. So I kept going. There is a broad 5000'+ ridge between Imperial and the San Diego/LA basin. Crossing this I held my breath to see what weather would appear ahead. The end of the record trip was planned at the Poggi VOR, and it kept getting closer. At 50 NM, I couldn't see over the ridge. At 25 NM I was at the edge and could see down into the basin -- all the way to the ocean. The AirMet was still in effect, but the predicted weather had cleared. The way to Poggi was clear. The approach control freq in San Diego is busy and everybody talks fast. My controller just wanted we to go away, but I explained that I needed a recorded time over Poggi. He finally handed me off to a different freq, apparently the Ops Manager I had talked to the day before, and the attitude was completely changed. I got an "on top Poggi at 1735Z" from Approach and a hand off to Brown Field tower 3 miles away. The tower at Brown is busy, and the controllers talk even faster than the approach controllers. I had shipped a change of clothing to First Flight at Brown back in June before my first attempts. I found Tom Sarvis at First Flight and my box was still there waiting. After this trip, I wasn't sure how much recovery time I would need, but there was more a feeling of elation than exhaustion. I started making phone calls to let tell everybody about the successful record run. By the time most of the calls were made, the cell phone battery was flat. So, if I didn't call you, that's my excuse. There is a restaurant at Brown, so I had lunch and plugged in the recharger. There isn't much flight planning available at Brown, their online wx computer didn't work, and nobody sells charts. The smog was developing, so I wanted out of Dodge. I called some airports and French Valley south of Riverside had charts. I have family in Palo Alto south of San Francisco, and they offered a place to stay. So I took off for points north. After a 1900 NM trip across the US, 450 NM to the San Francisco area should be easy. Bought the charts in French Valley and took off. By this time it's 3:30 local, and the brown LA haze is almost to the tops of the 10,000'+ mountains that rim the LA area. In-flight planning in smog and mountains isn't easy, but I am now qualified to teach a class on in-flight planning and map folding. But I got to Palo Alto exactly when I had told my aunt I would be there. Pure luck. I am writing this from my Aunt Barbara's computer here. There's more to tell of course, but this will provide a summary. I'm glad it's over, and I can concentrate on other things. The airplane and the Jabiru engine did great. Now to get home and put it all back together. Thanks to everybody on this list for your help and encouragement. Earl Ferguson Palo Alto, CA ------------------------------------------------------------------------- -------


    Message 3


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    Time: 07:53:13 AM PST US
    From: "Brian Whittingham" <dashvii@hotmail.com>
    Subject: Re: Lightning World Record
    Way to go Earl! Finally slipped through those thunder bumpers enough to make it out to the coast. Let me know what you ended up doing with the gap seals and what you got for performance differences on your flight out. Again, good job, look forward to hearing more, and have a safe flight back. Brian W. _________________________________________________________________ A new home for Mom, no cleanup required. All starts here. http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us


    Message 4


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    Time: 07:54:10 AM PST US
    From: EAFerguson@aol.com
    Subject: Re: Lightning World Record
    Linda, Joe, Thanks, Earl - Recovering in Palo Alto, CA http://discover.aol.com/memed/aolcom30tour


    Message 5


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    Time: 09:16:34 AM PST US
    From: "Rick Bowen" <rollnloop@hotmail.com>
    Subject: Re: Lightning World Record
    Hey Earl, Great to hear the news! Congratulations to you!! Rick N727RB _________________________________________________________________ A new home for Mom, no cleanup required. All starts here. http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us


    Message 6


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    Time: 11:18:52 AM PST US
    From: N1BZRich@aol.com
    Subject: Re: Lightning World Record
    Way to go Earl and Seventeen Echo Fox. You have accomplished something that very few people would even attempt to try and even fewer would have hung in there to finish the task with the weather and other delays you experienced. Congratulations, good buddy. Now if I might be so bold to suggest something - I suggest you put together a presentation on your world record flight (power point? covering the rules, preparation, flight planning, actual flight, and possible lessons learned) and show it at the Lightning Fly-In whenever that takes place. Hopefully this September in SYI, although I have not heard yet as to the dates of that extravaganza. Hint - hint - to the SYI team - is it a go? Good on ya, Earl. Blue Skies, Buz http://discover.aol.com/memed/aolcom30tour


    Message 7


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    Time: 03:52:10 PM PST US
    From: "Tex Mantell" <wb2ssj@earthlink.net>
    Subject: Re: Lightning World Record
    Hi.Buz, always good to read your messages. If the gathering in syi in sept, I'll be there in the Cessna. Do you have any pictures or comments from your trip through the fiberglass works? I had to leave friday and missed it. Tex ----- Original Message ----- From: N1BZRich@aol.com To: lightning-list@matronics.com Sent: Thursday, August 09, 2007 2:15 PM Subject: Re: Lightning-List: Lightning World Record Way to go Earl and Seventeen Echo Fox. You have accomplished something that very few people would even attempt to try and even fewer would have hung in there to finish the task with the weather and other delays you experienced. Congratulations, good buddy. Now if I might be so bold to suggest something - I suggest you put together a presentation on your world record flight (power point? covering the rules, preparation, flight planning, actual flight, and possible lessons learned) and show it at the Lightning Fly-In whenever that takes place. Hopefully this September in SYI, although I have not heard yet as to the dates of that extravaganza. Hint - hint - to the SYI team - is it a go? Good on ya, Earl. Blue Skies, Buz ------------------------------------------------------------------------- -----


    Message 8


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    Time: 05:44:43 PM PST US
    Subject: Aviating in Virginia
    From: "rickss" <rickss@verizon.net>
    Are any Virginia Lightning flying this Saturday? I sure would like to see a Lightning up close. I am based at CJR (Culpeper) with a Cherokee and will be flying Saturday morning barring any weather issues. -Rick -------- Cherokee driver, but feeling the need for speed! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=128381#128381


    Message 9


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    Time: 05:59:22 PM PST US
    From: "Jim Langley" <pequeajim@gmail.com>
    Subject: Panel #3
    Up for comments... Here's another preliminary stab at a panel for my Lightning. I am on the waiting list for the Odyssey, (panel on left side),. I have not purchased the Enigma, (or right). I'm not quite sure what all I am going to do with that panel space. I will probably fly with it blank for starters, then decide if I want anything more than a glove box over there. If I use both displays, they can interact in real time and either can function as an EFIS, or GPS. This will give me a backup EFIS. MG Avionics is coming out with a slave unit for the Odyssey next year that is much lower in price than the Enigma, but can provide me with the dual display setup that I would get with the Enigma. As usual, comments are welcome. I am heading back down to Green Landings tomorrow for a few days to keep working on the aircraft. I'll keep you all up to date. Cheers Jim!


    Message 10


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    Time: 06:04:15 PM PST US
    From: "ryan gross" <ryan@greenlandings.com>
    Subject: Re: Aviating in Virginia
    Rick, We will be hard at work on Saturday morning at Green Landings. Jim Langley from York, PA will be working on his Lightning at Green Landings, and if the weather is good. There is always a good chance that either the Green Landings Demo Lightning will be up flying or one of our customers Lightnings will be working to fly off their hours. We will be at the shop from 8am to 3 or 4pm on Saturday. Please give us a call if you are planning to showing up. Looking forward to seeing you. Ryan Gross Green Landings Flight Center, Inc SkyRanger Aircraft Arion Lightning 304-754-6010 -----Original Message----- From: "rickss" <rickss@verizon.net> Subject: Lightning-List: Aviating in Virginia Are any Virginia Lightning flying this Saturday? I sure would like to see a Lightning up close. I am based at CJR (Culpeper) with a Cherokee and will be flying Saturday morning barring any weather issues. -Rick -------- Cherokee driver, but feeling the need for speed! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=128381#128381


    Message 11


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    Time: 06:08:37 PM PST US
    From: "Jim Langley" <pequeajim@gmail.com>
    Subject: Aviating in Virginia
    Why don't you fly over to Green Landings, WV22. I will be there at least Saturday and Sunday. It is a grass strip, but they fly 172s in and out of there. http://www.greenlandings.com/index.htm Airport info. http://www.airnav.com/airport/WV22 Hope to see you there. Jim! -----Original Message----- From: owner-lightning-list-server@matronics.com [mailto:owner-lightning-list-server@matronics.com] On Behalf Of rickss Sent: Thursday, August 09, 2007 8:43 PM Subject: Lightning-List: Aviating in Virginia Are any Virginia Lightning flying this Saturday? I sure would like to see a Lightning up close. I am based at CJR (Culpeper) with a Cherokee and will be flying Saturday morning barring any weather issues. -Rick -------- Cherokee driver, but feeling the need for speed! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=128381#128381


    Message 12


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    Time: 06:48:15 PM PST US
    Subject: Re: condition inspection
    From: "deuskid" <empire.john@gmail.com>
    [quote="Kayberg(at)aol.com"]In a message dated 8/8/2007 8:01:57 AM Eastern Daylight Time, empire.john@gmail.com writes: > > Thanks for the info but I'm surprised. > > I was told by a guy that does canards to expect over a $1,000 and by a guy that does RVs $700-!,000. > > If Condition Inspections are that expensive it would be a costly fixed cost over the years of ownership and make me reconsider and build rather than buying. > > This sounds a bit like a misinformed A&P. The standards are lower for mechanic accountability and for required actions on a condition inspection rather than an ANNUAL inspection. For example, there are no AD's to check, since they dont exist for homebuilts! (unless you use a certified engine and prop). Also, anyone can work on the plane to prepare it for inspection. ETC. The other possiblity is that said A&P was and AI. The followup question should be "How much do you charge for Certified airplanes?" We had some local mechanics that were astronomical for annual inspections for GA planes. Yet another thought is that $1,000 a year is not that bad if the mechanic does it all. If you change oil, check instrument and avionics calibration, remove the wheels, dismount the tires, clean and pack the wheel bearings, replace the brake linings, install new brake fluid, change all fluid filters.....all the stuff you are supposed to do, parts could cost $300 and could take a number of hours to perform. I do agree with your conclusion, however, that it is better to build than to buy. Doug Koenigsberg > [b] Actually this is from 2 A&Ps from 2 different forums [Canardavaition and VAF]. On VAF they guy told me he charges around 750 and cited another name that charges $1,000 [both specifically for RVs and both are EAA counselors and DARs]. The canard guy actually said 2-3k for the initial condition inspection [~40 hours @ $75/hr] and then something north of $1k after that. What have been your personal experiences? thanks John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=128394#128394


    Message 13


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    Time: 07:07:16 PM PST US
    From: N1BZRich@aol.com
    Subject: Lightning fiberglass factory visit
    In a message dated 8/9/2007 6:53:31 P.M. Eastern Daylight Time, wb2ssj@earthlink.net writes: Do you have any pictures or comments from your trip through the fiberglass works? I had to leave friday and missed it. Tex Hi Tex, I guess I could spread a few words about my visit to Lightning's fiberglass factory. To start, I feel very fortunate to have been invited to join the group of "company owners/investors" to visit Rick Disher's place of business in Wisconsin. It was truly a fantastic opportunity. Rick has been in the fiberglass business all his life and he has built a company that can turn out any type of fiberglass part or assembly using the latest techniques - vacuum bagging and oven cured resins. None of the "chopper gun" process that some use. His work is truly impressive when you look at the size of some of the boat parts and other huge parts he fabricates. In the aviation world, in addition to the aircraft snow skies of his own design, he turns out parts for several "major name" sport aircraft companies other than Arion Lightning. That fact should tell you something about Rick's company's reputation in the aviation world. As to the Lightning, he had every part of the kit on display and in the process of being built so we could see inside all the parts and assemblies and how they went together. He even showed us all the lay ups and the various glass cloth types they use and how the carbon fiber goes in. I can tell you I am more than impressed. The Lightning fiberglass major assemblies appear to be "hell bent" strong. And by that I don't mean overbuilt or overweight strong, but certainly designed and built to do the job and then some. Just looking inside elevators, rudders, stabilizers and, of course, wings, really gives you a good feeling that this airplane is really well designed and constructed. And speaking of seeing inside the wing, by now everyone has heard about the new option for larger 15 gal tanks - they will fit with no problem. Well, this next part is "TOP SECTET" from the Lightning "Skunk works": - there is even more room for even more fuel for when Nick gets the time to complete the design of the ULS model. No that is not an ultralight lightning sport, it is the "Ultimate Lightning Storm" model that will be turbo prop powered, with clipped wings and in the tail dragger configuration. You can bet that thing will climb like the proverbial home sick angle, roll like an F-16, and go well past the "speed of stick". Oh yea, throw me in that briar patch, but I digress..... One more thing I would like to add about the visit - Rick is a long time pilot who flys a Maul tail-dragger. Since he is making parts for several other major sport aircraft companies he could built any airplane that appealed to him. Well, it should make everyone "feel good" that Rich has chosen to build a Lightning. How is that for an endorsement? We saw his project and it is going to be an "award winner". Look for some possible innovative changes to the interior and instrument panel on his Lightning that could find their way into future kits. Are we having fun yet? Blue Skies, Buz http://discover.aol.com/memed/aolcom30tour




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