---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Fri 12/07/07: 11 ---------------------------------------------------------- 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 _____________________________________ Time: 05:40:26 AM PST US From: "Bob Collins" Subject: RE: RV-List: 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 _____________________________________ Time: 09:39:47 AM PST US From: dave@fairwx.com Subject: RV-List: 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 _____________________________________ Time: 10:25:37 AM PST US From: "Ron Lee" Subject: RV-List: 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 _____________________________________ Time: 11:21:26 AM PST US From: "Tim Bryan" 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 _____ 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 _____________________________________ Time: 01:27:13 PM PST US From: Mike Divan Subject: Re: RV-List: 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 =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 _____________________________________ Time: 01:52:01 PM PST US From: "Ron Lee" Subject: Re: RV-List: 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 _____________________________________ Time: 01:52:01 PM PST US From: "Tim Bryan" 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 8 _____________________________________ Time: 02:06:24 PM PST US From: Dan Brown Subject: Re: RV-List: Bob nichols Quoting David Schaefer : > 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 _____________________________________ Time: 02:09:54 PM PST US From: "Tim Bryan" Subject: RE: RV-List: 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 ____________________________________ Time: 02:20:47 PM PST US From: "Thilo Kind" Subject: AW: RV-List: 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 ____________________________________ Time: 03:32:43 PM PST US From: "wskimike" Subject: Re: RV-List: 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 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv-list Browse Digests http://www.matronics.com/digest/rv-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.