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)
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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
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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
-------------------------------------------------------------------------
-------
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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
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Subject: | Re: Lightning World Record |
Linda, Joe,
Thanks,
Earl - Recovering in Palo Alto, CA
http://discover.aol.com/memed/aolcom30tour
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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
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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
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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
-------------------------------------------------------------------------
-----
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Subject: | 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
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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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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
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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
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Subject: | Re: condition inspection |
[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
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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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