Today's Message Index:
----------------------
1. 05:40 AM - Re: Chinese LSA - My Bad (Bob Collins)
2. 09:39 AM - Air Race History DVD (dave@fairwx.com)
3. 10:25 AM - Expanding my flying comfort zone (Ron Lee)
4. 11:21 AM - Re: Expanding my flying comfort zone (Tim Bryan)
5. 01:27 PM - Re: Expanding my flying comfort zone (Mike Divan)
6. 01:52 PM - Re: Expanding my flying comfort zone (Ron Lee)
7. 01:52 PM - Condition Inspection Log Entry (Tim Bryan)
8. 02:06 PM - Re: Bob nichols (Dan Brown)
9. 02:09 PM - Re: Condition Inspection Log Entry (Tim Bryan)
10. 02:20 PM - AW: Condition Inspection Log Entry (Thilo Kind)
11. 03:32 PM - Re: Condition Inspection Log Entry (wskimike)
Message 1
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| Subject: | Chinese LSA - My Bad |
This thread was dead until it got regurgitated with a plea to end it. (g)
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Shemp
Sent: Thursday, December 06, 2007 10:11 PM
Subject: Re: RV-List: Chinese LSA - My Bad
Valovich, Paul wrote:
>
> Cheeeeez! I never thought my original post would generate so many
> responses. Wish I could take it back so we could focus on RV building.
> But I guess it's like saying the f-word in front of your mother - you
> can't take it back.
>
> Anyway, I'm finishing up the cockpit wiring and trying to figure out a
> good way to raise the fuselage (-8A) to put her on the gear. Anyone
> have words about what worked - and what didn't? I'm contemplating the
> use of the engine hoist with a cable wrapped around the roll bar, but
> that seems too rough and perhaps unstable.
>
> Booger
>
> *
>
>
> *
Hey Matt, can you stop all of these political drible threads before they get
momentum?
do not archive
Message 2
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| Subject: | Air Race History DVD |
Not specifically RV related, but there's a great DVD "The Story of the 1929
- 1949 National Air Races" for all you Air Races history buffs. Check it
out at www.NationalAirRaces.net Disclaimer - I have no financial interest
in this product, it's just a great DVD produced by a couple of good friends
and pilots.
Dave
RV-7A
Message 3
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| Subject: | Expanding my flying comfort zone |
MessageExpanding My Flying Comfort Zone
Prior to getting my RV-6A I had perhaps 250 hours over 20 plus years. My
cross country experience was limited. I did not like to talk to ATC. I
had never flown in the mountains in all the years I had lived in
Colorado and less than ideal/good weather flights were avoided. I
considered myself a wuss when it came to bad weather and was very proud
of it. The following parts will detail how this grasshopper went from a
relative newbie pilot to one that is far less newbieish.
After getting the RV I gradually expanded my cross country experience.
Going to La Junta was a cross country technically but timewise trivial
in the RV. I took trips that could be done there and back on one tank of
gas then those where I needed fuel at the destination. Then I took trips
where more than one tank was needed. In the process of gaining this
experience I got the Flight Guide books from Airguide Publications and
the WAC version of the Air Chart Systems aviation maps. These provided a
lot of the info that I needed to conduct cross countries.
At first I avoided MOAs but now fly through them. Some are little used
and not a concern but others like Vance I use flight following to ensure
separation. While I don't normally file a flight plan I do use flight
following with ease now. Talking to ATC or going into controlled fields
is not a concern.
I have made day trips to see Devil's Tower, Mt Rushmore, Meteor
Crater/Monument Valley/Shiprock NM, etc. Longer trips have been made to
Monument Valley and Death Valley, Kitty Hawk, Key West and the Bahamas.
To overcome the mountain barrier to the west I took the mountain flying
course from the Colorado Pilots Association. The classroom work plus the
mountain flying with an instructor gave me the basics to safely fly in
the mountains. It was one of the best courses that I took since it has
opened up my flying to a region that is beautiful beyond what many
pilots will ever experience.
http://home.pcisys.net/~ronlee/RV6A/CreedeSep2007/DubPikesPeakSmall.jpg
http://home.pcisys.net/~ronlee/RV6A/CreedeSep2007/CreedeValleyApproach2Sm
all.jpg
http://home.pcisys.net/~ronlee/Leadville16Oct05.jpg
The weather issue remained the biggest limiter to cross countries as
recent as three months ago. While I did take instrument training (never
got the rating), seeing fronts that extend from the Gulf to the Great
Lakes with radar returns of rain all over was an automatic NO GO for me.
Then I planned a trip to Memphis for an air race, Kitty Hawk, Key West,
Bahamas and Crystal River to swim with manatees. I took off knowing that
the weather was not my normal "ideal." Some rain was forecast as were
lower than 12,000' ceilings. The initial region of lower clouds was in
Kansas or Oklahoma and I did consider turning back. But I kept going
since forward visibility was good, I was not scud running and I kept
checking six to ensure the 180 degree turn option was good.
My fuel stop in Siloam Springs AR gave me the first real opportunity to
make a bad decision over continuing. The direct path to Memphis placed
me over terrain that may have come too close to clouds for my comfort.
So I diverted to the south towards Little Rock then followed an
expressway towards Memphis. This option only took 10-15 minutes to clear
the terrain and I got to General DeWitt airport easily.
Two days later I had to encounter more lower than desired clouds to get
to Kitty Hawk from Atlanta. What made it worse was that I had to get low
(2500 feet (?)) over water which I was not fond of. That made me rethink
whether I would make the trip to the Bahamas. A tropical system that
past north over the Bahamas cancelled the Bahamas and Key West portions
anyway and a charging system issue had me heading home.
On the way home I had the chance to overfly a cloud layer or try to
skirt it. Since it was of limited width (100-150 miles), well above the
ground, thin (300-500 feet) and temps well above freezing, I overflew
it. All conditions were acceptable and had I needed to descend through
it in an emergency I had my Trio autopilot to help maintain a wings
level attitude. It was a non-issue.
My overnight stop was Springfield MO. It was late in the afternoon and I
was headed towards the west. Ahead I saw what I thought was a cloud
layer so I descended. Turns out it was just haze but I felt better being
a bit lower so that I could use the ground below me for attitude
reference. While I learned to fly in Georgia, haze had since become a
complicating factor for flight decisions. When you can see mountains
100-150 miles away, going back east is a dramatic change. Nonetheless, I
arrived home with my comfort zone enlarged.
A month later the Bahamas, Key West, manatee goals remained unmet and I
took off again. No issues until I got to Florida. I had been watching
the haze and noted that it had a uniform appearance that may
differentiate it from all clouds types. I got a briefing from Flight
Watch but without current satellite info, I elected to descend below
rather than get stuck above the clouds. I flew about 2500' MSL from
there to my unplanned fuel stop in Cross City then on to Ft Pierce.
Visibility was around 10 miles so I was never in MVFR conditions but
certainly marginal from what I consider normal in Colorado.
The next day saw yucky conditions to the east so I elected to try Key
West instead of the Bahamas. I knew that there were rain showers in and
around Key West. Launch to the south and instead of flying direct I flew
a bit east to fly over water in sight of the Keys.
The following picture shows some of the upper Keys off to the left:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/KeyWest1Small.jpg
When I contacted Key West Approach they mentioned significant rain in
and around Key West. I elected to do a 180 then decided to land at
Marathon since it was below me. I checked the radar and talked to a
pilot who had just come from there. Based upon recent info, I proceeded
to KEYW and did have to get low and pass through some light rain as you
can see in this picture that shows the airport ahead and to the right:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/KeyWest2Small.jpg
This is on final to KEYW:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/KeyWest3Small.jpg
After going to the southernmost point of the US, Hemingway's house and a
neat butterfly
"zoo" I headed back to Ft Pierce.
The next day the morning weather was better so I finally put my
apprehensions on hold and started the trip to the Bahamas. I initially
headed south towards West Palm Beach then in that area turned east
towards Grand Bahamas. This is the Florida coastline looking north as I
commit to going out over the ocean:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas1Small.jpg
The next picture shows the GNS 430 screen shot well out into the ocean
with MYGF (Freeport) as the destination:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas2Small.jpg
This shows only ocean (plus clouds) below (no land):
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas3Small.jpg
Here I am approaching Grand Bahamas:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas4Small.jpg
At this point I made the turn from Freeport to North Eleuthera Island
(MYEH)
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas5Small.jpg
Another shot of just water for landing although there are strips of land
in the distance:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas6Small.jpg
At last I am on final to MYEH:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas7Small.jpg
Here is the plane at the White Crown FBO. Note the official looking
large N numbers:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas15Small.jpg
My objective on this island was to see Pink Sand beach. Unfortunately it
was not as pink as I had hoped although it is still a nice beach:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas10Small.jpg
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas9Small.jpg
The trip back was not a problem. I did not violate the ADIZ and was able
to open my flight plan as I headed towards Grand Bahamas. This picture
shows the Florida coast near West Palm beach:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas11Small.jpg
Here I am flying north along the coast to Ft Pierce. I am not sure about
whether I had to land at West Palm Beach if I crossed land there so I
stayed off-shore until I got closer to Ft Pierce.
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas12Small.jpg
The weather was not suitable for getting to Crystal River after I
cleared customs so I stayed at Ft Pierce another night. The next morning
was rainy. It was just in that area so once the weather cleared to the
south I took off that way with the initial thought of skirting the rain.
Once airborne I decided that it looked promising "on top" so I climbed
up to 10,500' and was able to get over the localized clouds. This
picture shows a plane going into Orlando and why I use flight following:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas13Small.jpg
The next morning I swam with manatees which was a great experience. Back
to Crystal River airport and looking at the adds.aviationweather.gov
cloud cover with VFR/MVFR/IFR condition circles I knew that trying to
head northwest was not in my newly expanded comfort zone. The weather
towards Atlanta was better so I went that way. Spent the night at my
brothers then made it from Atlanta to 00V the next day in about eight
hours (a record for one day). Total flight time was 29.2 hours. In
addition to further expanding my piloting comfort zone, I got to do some
neat things....all thanks to a great airplane.
With that I will leave you with a picture that I took at the Homosassa
Springs State Park south of Crystal River:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas14Small.jpg
Message 4
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| Subject: | Expanding my flying comfort zone |
Ron,
This was a great story for me and has many points that were similar for me
and my flying. I hope to make Bahamas some day as well and maybe we can
organize a trip with others as well. Thanks for sharing, I enjoyed the
photos also.
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Ron Lee
Sent: Friday, December 07, 2007 12:24 PM
Subject: RV-List: Expanding my flying comfort zone
Expanding My Flying Comfort Zone
Prior to getting my RV-6A I had perhaps 250 hours over 20 plus years. My
cross country experience was limited. I did not like to talk to ATC. I had
never flown in the mountains in all the years I had lived in Colorado and
less than ideal/good weather flights were avoided. I considered myself a
wuss when it came to bad weather and was very proud of it. The following
parts will detail how this grasshopper went from a relative newbie pilot to
one that is far less newbieish.
After getting the RV I gradually expanded my cross country experience. Going
to La Junta was a cross country technically but timewise trivial in the RV.
I took trips that could be done there and back on one tank of gas then those
where I needed fuel at the destination. Then I took trips where more than
one tank was needed. In the process of gaining this experience I got the
Flight Guide books from Airguide Publications and the WAC version of the Air
Chart Systems aviation maps. These provided a lot of the info that I needed
to conduct cross countries.
At first I avoided MOAs but now fly through them. Some are little used and
not a concern but others like Vance I use flight following to ensure
separation. While I don't normally file a flight plan I do use flight
following with ease now. Talking to ATC or going into controlled fields is
not a concern.
I have made day trips to see Devil's Tower, Mt Rushmore, Meteor
Crater/Monument Valley/Shiprock NM, etc. Longer trips have been made to
Monument Valley and Death Valley, Kitty Hawk, Key West and the Bahamas.
To overcome the mountain barrier to the west I took the mountain flying
course from the Colorado Pilots Association. The classroom work plus the
mountain flying with an instructor gave me the basics to safely fly in the
mountains. It was one of the best courses that I took since it has opened up
my flying to a region that is beautiful beyond what many pilots will ever
experience.
http://home.pcisys.net/~ronlee/RV6A/CreedeSep2007/DubPikesPeakSmall.jpg
http://home.pcisys.net/~ronlee/RV6A/CreedeSep2007/CreedeValleyApproach2Small
.jpg
http://home.pcisys.net/~ronlee/Leadville16Oct05.jpg
The weather issue remained the biggest limiter to cross countries as recent
as three months ago. While I did take instrument training (never got the
rating), seeing fronts that extend from the Gulf to the Great Lakes with
radar returns of rain all over was an automatic NO GO for me. Then I planned
a trip to Memphis for an air race, Kitty Hawk, Key West, Bahamas and Crystal
River to swim with manatees. I took off knowing that the weather was not my
normal "ideal." Some rain was forecast as were lower than 12,000' ceilings.
The initial region of lower clouds was in Kansas or Oklahoma and I did
consider turning back. But I kept going since forward visibility was good, I
was not scud running and I kept checking six to ensure the 180 degree turn
option was good.
My fuel stop in Siloam Springs AR gave me the first real opportunity to make
a bad decision over continuing. The direct path to Memphis placed me over
terrain that may have come too close to clouds for my comfort. So I diverted
to the south towards Little Rock then followed an expressway towards
Memphis. This option only took 10-15 minutes to clear the terrain and I got
to General DeWitt airport easily.
Two days later I had to encounter more lower than desired clouds to get to
Kitty Hawk from Atlanta. What made it worse was that I had to get low (2500
feet (?)) over water which I was not fond of. That made me rethink whether I
would make the trip to the Bahamas. A tropical system that past north over
the Bahamas cancelled the Bahamas and Key West portions anyway and a
charging system issue had me heading home.
On the way home I had the chance to overfly a cloud layer or try to skirt
it. Since it was of limited width (100-150 miles), well above the ground,
thin (300-500 feet) and temps well above freezing, I overflew it. All
conditions were acceptable and had I needed to descend through it in an
emergency I had my Trio autopilot to help maintain a wings level attitude.
It was a non-issue.
My overnight stop was Springfield MO. It was late in the afternoon and I was
headed towards the west. Ahead I saw what I thought was a cloud layer so I
descended. Turns out it was just haze but I felt better being a bit lower so
that I could use the ground below me for attitude reference. While I learned
to fly in Georgia, haze had since become a complicating factor for flight
decisions. When you can see mountains 100-150 miles away, going back east is
a dramatic change. Nonetheless, I arrived home with my comfort zone
enlarged.
A month later the Bahamas, Key West, manatee goals remained unmet and I took
off again. No issues until I got to Florida. I had been watching the haze
and noted that it had a uniform appearance that may differentiate it from
all clouds types. I got a briefing from Flight Watch but without current
satellite info, I elected to descend below rather than get stuck above the
clouds. I flew about 2500' MSL from there to my unplanned fuel stop in Cross
City then on to Ft Pierce. Visibility was around 10 miles so I was never in
MVFR conditions but certainly marginal from what I consider normal in
Colorado.
The next day saw yucky conditions to the east so I elected to try Key West
instead of the Bahamas. I knew that there were rain showers in and around
Key West. Launch to the south and instead of flying direct I flew a bit east
to fly over water in sight of the Keys.
The following picture shows some of the upper Keys off to the left:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/KeyWest1Small.jpg
When I contacted Key West Approach they mentioned significant rain in and
around Key West. I elected to do a 180 then decided to land at Marathon
since it was below me. I checked the radar and talked to a pilot who had
just come from there. Based upon recent info, I proceeded to KEYW and did
have to get low and pass through some light rain as you can see in this
picture that shows the airport ahead and to the right:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/KeyWest2Small.jpg
This is on final to KEYW:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/KeyWest3Small.jpg
After going to the southernmost point of the US, Hemingway's house and a
neat butterfly
"zoo" I headed back to Ft Pierce.
The next day the morning weather was better so I finally put my
apprehensions on hold and started the trip to the Bahamas. I initially
headed south towards West Palm Beach then in that area turned east towards
Grand Bahamas. This is the Florida coastline looking north as I commit to
going out over the ocean:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas1Small.jpg
The next picture shows the GNS 430 screen shot well out into the ocean with
MYGF (Freeport) as the destination:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas2Small.jpg
This shows only ocean (plus clouds) below (no land):
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas3Small.jpg
Here I am approaching Grand Bahamas:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas4Small.jpg
At this point I made the turn from Freeport to North Eleuthera Island (MYEH)
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas5Small.jpg
Another shot of just water for landing although there are strips of land in
the distance:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas6Small.jpg
At last I am on final to MYEH:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas7Small.jpg
Here is the plane at the White Crown FBO. Note the official looking large N
numbers:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas15Small.jpg
My objective on this island was to see Pink Sand beach. Unfortunately it was
not as pink as I had hoped although it is still a nice beach:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas10Small.jpg
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas9Small.jpg
The trip back was not a problem. I did not violate the ADIZ and was able to
open my flight plan as I headed towards Grand Bahamas. This picture shows
the Florida coast near West Palm beach:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas11Small.jpg
Here I am flying north along the coast to Ft Pierce. I am not sure about
whether I had to land at West Palm Beach if I crossed land there so I stayed
off-shore until I got closer to Ft Pierce.
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas12Small.jpg
The weather was not suitable for getting to Crystal River after I cleared
customs so I stayed at Ft Pierce another night. The next morning was rainy.
It was just in that area so once the weather cleared to the south I took off
that way with the initial thought of skirting the rain. Once airborne I
decided that it looked promising "on top" so I climbed up to 10,500' and was
able to get over the localized clouds. This picture shows a plane going into
Orlando and why I use flight following:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas13Small.jpg
The next morning I swam with manatees which was a great experience. Back to
Crystal River airport and looking at the adds.aviationweather.gov cloud
cover with VFR/MVFR/IFR condition circles I knew that trying to head
northwest was not in my newly expanded comfort zone. The weather towards
Atlanta was better so I went that way. Spent the night at my brothers then
made it from Atlanta to 00V the next day in about eight hours (a record for
one day). Total flight time was 29.2 hours. In addition to further expanding
my piloting comfort zone, I got to do some neat things....all thanks to a
great airplane.
With that I will leave you with a picture that I took at the Homosassa
Springs State Park south of Crystal River:
http://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas14Small.jpg
Message 5
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| Subject: | Re: Expanding my flying comfort zone |
HOLEY-E-COW! I get nervous flying to Catalina and it is only 25 miles away!
Well this has me wanting to "expand my flying comfort zone".=0A =0AMike Di
van=0AN64GH - RV6,flying :)=0ASLOW 7 Builder :(=0AEAA - 577486=0AFREEDOM IS
NOT FREE - THANK THE AMERICAN SOLDIER FOR YOURS!=0A=0A----- Original Messa
ge ----=0AFrom: Ron Lee <ronlee@pcisys.net>=0ATo: rv-list@matronics.com=0AS
ent: Friday, December 7, 2007 10:24:28 AM=0ASubject: RV-List: Expanding my
flying comfort zone=0A=0AMessage=0A=0A=0A =0A =0A=0A=0A=0AExpanding My Flyi
ng Comfort Zone=0A=0APrior to getting my RV-6A I had perhaps 250 hours over
20 plus years. My =0Across country experience was limited. I did not like
to talk to ATC. I had never =0Aflown in the mountains in all the years I ha
d lived in Colorado and less than =0Aideal/good weather flights were avoide
d. I considered myself a wuss when it came =0Ato bad weather and was very p
roud of it. The following parts will detail how =0Athis grasshopper went fr
om a relative newbie pilot to one that is far less =0Anewbieish.=0A=0AAfter
getting the RV I gradually expanded my cross country experience. Going =0A
to La Junta was a cross country technically but timewise trivial in the RV.
I =0Atook trips that could be done there and back on one tank of gas then
those where =0AI needed fuel at the destination. Then I took trips where mo
re than one tank was =0Aneeded. In the process of gaining this experience I
got the Flight Guide books =0Afrom Airguide Publications and the WAC versi
on of the Air Chart Systems aviation =0Amaps. These provided a lot of the i
nfo that I needed to conduct cross =0Acountries.=0A=0AAt first I avoided MO
As but now fly through them. Some are little used and =0Anot a concern but
others like Vance I use flight following to ensure separation. =0AWhile I d
on=A2t normally file a flight plan I do use flight following with ease =0An
ow. Talking to ATC or going into controlled fields is not a concern.=0A=0AI
have made day trips to see Devil=A2s Tower, Mt Rushmore, Meteor =0ACrater/
Monument Valley/Shiprock NM, etc. Longer trips have been made to Monument
=0AValley and Death Valley, Kitty Hawk, Key West and the Bahamas.=0A=0ATo o
vercome the mountain barrier to the west I took the mountain flying =0Acour
se from the Colorado Pilots Association. The classroom work plus the =0Amou
ntain flying with an instructor gave me the basics to safely fly in the =0A
mountains. It was one of the best courses that I took since it has opened u
p my =0Aflying to a region that is beautiful beyond what many pilots will e
ver =0Aexperience.=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/CreedeSep2007/D
ubPikesPeakSmall.jpg=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/CreedeSep2007
/CreedeValleyApproach2Small.jpg=0A=0Ahttp://home.pcisys.net/~ronlee/Leadvil
le16Oct05.jpg=0A=0AThe weather issue remained the biggest limiter to cross
countries as recent =0Aas three months ago. While I did take instrument tra
ining (never got the =0Arating), seeing fronts that extend from the Gulf to
the Great Lakes with radar =0Areturns of rain all over was an automatic NO
GO for me. Then I planned a trip to =0AMemphis for an air race, Kitty Hawk
, Key West, Bahamas and Crystal River to swim =0Awith manatees. I took off
knowing that the weather was not my normal "ideal." =0ASome rain was foreca
st as were lower than 12,000=A2 ceilings. The initial region =0Aof lower cl
ouds was in Kansas or Oklahoma and I did consider turning back. But I =0Ake
pt going since forward visibility was good, I was not scud running and I ke
pt =0Achecking six to ensure the 180 degree turn option was good. =0A=0AMy
fuel stop in Siloam Springs AR gave me the first real opportunity to make
=0Aa bad decision over continuing. The direct path to Memphis placed me ove
r =0Aterrain that may have come too close to clouds for my comfort. So I di
verted to =0Athe south towards Little Rock then followed an expressway towa
rds Memphis. This =0Aoption only took 10-15 minutes to clear the terrain an
d I got to General DeWitt =0Aairport easily. =0A=0ATwo days later I had to
encounter more lower than desired clouds to get to =0AKitty Hawk from Atlan
ta. What made it worse was that I had to get low (2500 feet =0A(?)) over wa
ter which I was not fond of. That made me rethink whether I would =0Amake t
he trip to the Bahamas. A tropical system that past north over the Bahamas
=0Acancelled the Bahamas and Key West portions anyway and a charging system
issue =0Ahad me heading home.=0A=0AOn the way home I had the chance to ove
rfly a cloud layer or try to skirt it. =0ASince it was of limited width (10
0-150 miles), well above the ground, thin =0A(300-500 feet) and temps well
above freezing, I overflew it. All conditions were =0Aacceptable and had I
needed to descend through it in an emergency I had my Trio =0Aautopilot to
help maintain a wings level attitude. It was a non-issue.=0A=0AMy overnight
stop was Springfield MO. It was late in the afternoon and I was =0Aheaded
towards the west. Ahead I saw what I thought was a cloud layer so I =0Adesc
ended. Turns out it was just haze but I felt better being a bit lower so
=0Athat I could use the ground below me for attitude reference. While I lea
rned to =0Afly in Georgia, haze had since become a complicating factor for
flight =0Adecisions. When you can see mountains 100-150 miles away, going b
ack east is a =0Adramatic change. Nonetheless, I arrived home with my comfo
rt zone enlarged. =0A=0AA month later the Bahamas, Key West, manatee goals
remained unmet and I took =0Aoff again. No issues until I got to Florida. I
had been watching the haze and =0Anoted that it had a uniform appearance t
hat may differentiate it from all clouds =0Atypes. I got a briefing from Fl
ight Watch but without current satellite info, I =0Aelected to descend belo
w rather than get stuck above the clouds. I flew about =0A2500=A2 MSL from
there to my unplanned fuel stop in Cross City then on to Ft =0APierce. Visi
bility was around 10 miles so I was never in MVFR conditions but =0Acertain
ly marginal from what I consider normal in Colorado. =0A=0AThe next day saw
yucky conditions to the east so I elected to try Key West =0Ainstead of th
e Bahamas. I knew that there were rain showers in and around Key =0AWest. L
aunch to the south and instead of flying direct I flew a bit east to fly
=0Aover water in sight of the Keys. =0A=0AThe following picture shows some
of the upper Keys off to the left:=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A
/Bahamas2007/KeyWest1Small.jpg=0A=0AWhen I contacted Key West Approach they
mentioned significant rain in and =0Aaround Key West. I elected to do a 18
0 then decided to land at Marathon since it =0Awas below me. I checked the
radar and talked to a pilot who had just come from =0Athere. Based upon rec
ent info, I proceeded to KEYW and did have to get low and =0Apass through s
ome light rain as you can see in this picture that shows the =0Aairport ahe
ad and to the right:=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/Bahamas2007/K
eyWest2Small.jpg=0A=0AThis is on final to KEYW:=0A=0Ahttp://home.pcisys.net
/~ronlee/RV6A/Bahamas2007/KeyWest3Small.jpg=0A=0AAfter going to the souther
nmost point of the US, Hemingway=A2s house and a neat =0Abutterfly =0A=0A"z
oo" I headed back to Ft Pierce. =0A=0AThe next day the morning weather was
better so I finally put my apprehensions =0Aon hold and started the trip to
the Bahamas. I initially headed south towards =0AWest Palm Beach then in t
hat area turned east towards Grand Bahamas. This is the =0AFlorida coastlin
e looking north as I commit to going out over the =0Aocean:=0A=0Ahttp://hom
e.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas1Small.jpg=0A=0AThe next pictu
re shows the GNS 430 screen shot well out into the ocean with =0AMYGF (Free
port) as the destination:=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/Bahamas2
007/Bahamas2Small.jpg=0A=0AThis shows only ocean (plus clouds) below (no la
nd):=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas3Small.jpg
=0A=0AHere I am approaching Grand Bahamas:=0A=0Ahttp://home.pcisys.net/~ron
lee/RV6A/Bahamas2007/Bahamas4Small.jpg=0A=0AAt this point I made the turn f
rom Freeport to North Eleuthera Island =0A(MYEH)=0A=0Ahttp://home.pcisys.ne
t/~ronlee/RV6A/Bahamas2007/Bahamas5Small.jpg=0A=0AAnother shot of just wate
r for landing although there are strips of land in =0Athe distance:=0A=0Aht
tp://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas6Small.jpg=0A=0AAt las
t I am on final to MYEH:=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/Bahamas20
07/Bahamas7Small.jpg=0A=0AHere is the plane at the White Crown FBO. Note th
e official looking large N =0Anumbers:=0A=0Ahttp://home.pcisys.net/~ronlee/
RV6A/Bahamas2007/Bahamas15Small.jpg=0A=0AMy objective on this island was to
see Pink Sand beach. Unfortunately it was =0Anot as pink as I had hoped al
though it is still a nice beach:=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/B
ahamas2007/Bahamas10Small.jpg=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/Baha
mas2007/Bahamas9Small.jpg=0A=0AThe trip back was not a problem. I did not v
iolate the ADIZ and was able to =0Aopen my flight plan as I headed towards
Grand Bahamas. This picture shows the =0AFlorida coast near West Palm beach
:=0A=0Ahttp://home.pcisys.net/~ronlee/RV6A/Bahamas2007/Bahamas11Small.jpg
=0A=0AHere I am flying north along the coast to Ft Pierce. I am not sure ab
out =0Awhether I had to land at West Palm Beach if I crossed land there so
I stayed =0Aoff-shore until I got closer to Ft Pierce.=0A=0Ahttp://home.pci
sys.net/~ronlee/RV6A/Bahamas2007/Bahamas12Small.jpg=0A=0AThe weather was no
t suitable for getting to Crystal River after I cleared =0Acustoms so I sta
yed at Ft Pierce another night. The next morning was rainy. It =0Awas just
in that area so once the weather cleared to the south I took off that =0Awa
y with the initial thought of skirting the rain. Once airborne I decided th
at =0Ait looked promising "on top" so I climbed up to 10,500=A2 and was abl
e to get over =0Athe localized clouds. This picture shows a plane going int
o Orlando and why I =0Ause flight following:=0A=0Ahttp://home.pcisys.net/~r
onlee/RV6A/Bahamas2007/Bahamas13Small.jpg=0A=0AThe next morning I swam with
manatees which was a great experience. Back to =0ACrystal River airport an
d looking at the adds.aviationweather.gov cloud cover =0Awith VFR/MVFR/IFR
condition circles I knew that trying to head northwest was not =0Ain my new
ly expanded comfort zone. The weather towards Atlanta was better so I =0Awe
nt that way. Spent the night at my brothers then made it from Atlanta to 00
V =0Athe next day in about eight hours (a record for one day). Total flight
time was =0A29.2 hours. In addition to further expanding my piloting comfo
rt zone, I got to =0Ado some neat things....all thanks to a great airplane.
=0A=0AWith that I will leave you with a picture that I took at the Homosass
a =0ASprings State Park south of Crystal River:=0A=0Ahttp://home.pcisys.net
/~ronlee/RV6A/Bahamas2007/Bahamas14Small.jpg=0A=0A =0A=0A=0A=0A=0A=0A=0A=0A
=========================0A
=============0A=0A=0A=0A=0A=0A=0A=0A _________
___________________________________________________________________________
=0ANever miss a thing. Make Yahoo your home page. =0Ahttp://www.yahoo.com/
r/hs
Message 6
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| Subject: | Re: Expanding my flying comfort zone |
MessageActually there is a group that goes yearly. It may be to tyhe
Turks & Caicos with a stop in the Bahamas. Look for posts from Paul
Rosales
Ron
----- Original Message -----
From: Tim Bryan
To: rv-list@matronics.com
Sent: Friday, December 07, 2007 12:19 PM
Subject: RE: RV-List: Expanding my flying comfort zone
Ron,
This was a great story for me and has many points that were similar
for me and my flying. I hope to make Bahamas some day as well and maybe
we can organize a trip with others as well. Thanks for sharing, I
enjoyed the photos also.
Tim
Message 7
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| Subject: | Condition Inspection Log Entry |
Can someone point me to the proper wording to enter a condition inspection
in the logbooks?
Thanks
Tim
Message 8
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Quoting David Schaefer <n142ds@gmail.com>:
> That's about the only way. Bob doesn't like to publish is actual email.
> He'll reply to you after leaving a web email from his page.
Strange, as it's on every message he posts to the AeroElectric list...
nuckolls.bob@cox.net
--
Dan Brown, KE6MKS, dan@familybrown.org
"Since all the world is but a story, it were well for thee to buy the
more enduring story rather than the story that is less enduring."
-- The Judgment of St. Colum Cille
Message 9
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| Subject: | Condition Inspection Log Entry |
Never mind, I found an excellent answer from Gary Sobek in the archives.
Thanks
Do Not Archive
Tim
_____
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Tim Bryan
Sent: Friday, December 07, 2007 3:51 PM
Subject: RV-List: Condition Inspection Log Entry
Can someone point me to the proper wording to enter a condition inspection
in the logbooks?
Thanks
Tim
Message 10
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| Subject: | Condition Inspection Log Entry |
Hi Tim
here we go:
I certify that this aircraft has been inspected on (date), in accordance
with the scope and detail of FAR Part 43, Appendix D, and found to be in a
condition for safe operation.
Plus signature and cert number.
Happy inspection
Thilo
Von: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] Im Auftrag von Tim Bryan
Gesendet: Friday, December 07, 2007 10:51 PM
An: rv-list@matronics.com
Betreff: RV-List: Condition Inspection Log Entry
Can someone point me to the proper wording to enter a condition inspection
in the logbooks?
Thanks
Tim
Message 11
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| Subject: | Re: Condition Inspection Log Entry |
MessageTim,
Look in FAA Part 43. FAA.gov
Mike
----- Original Message -----
From: Tim Bryan
To: rv-list@matronics.com
Sent: Friday, December 07, 2007 3:51 PM
Subject: RV-List: Condition Inspection Log Entry
Can someone point me to the proper wording to enter a condition
inspection in the logbooks?
Thanks
Tim
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