I moved to Florida about 6 months ago due to a change of employers. I recently brought my RV-9A here, too. I thought I'd post a few comparison notes about the two locales.
In Florida, AGL = MSL. The published altitude at Vero Beach, FL is 24 feet, practically zero. The altitude at Ogden, UT is 4470.
I still lean for taxi then go full rich for takeoff but that's the last time I touch the mixture control until shutdown as most local flying is at 1000 a/msl.
Other than the occasional cell tower, there's nothing to avoid while flying, like mountains. Also nothing of interest to see, like mountains, salt flats, canyons, etc.
Due to the dense air, it's hard to keep her from rolling when I do the 1800 rpm engine runup/mag check. I also learned Van's takeoff and landing distance numbers apply at sea level airports.
It's cool to see the airspeed indicator at the top of the green arc nudging into the yellow at cruise power. You just don't see those numbers out west unless you're in a dive. In winter. With wide open throttle. I know it's meaningless because my cruise groundspeed is still in the 155 kt range, but it's still cool to see.
There's seemingly an airport every 10 miles. And most have a cafe or restaurant. That won't be good for the 'ol waistline.
Like out west in the summer, fly in the morning, then watch the afternoon thunderstorms from your favorite ground-based chair.
I learned to fly in the mountain west so the concept of density altitude and the principles of mountain flying were just part and parcel of flight training. I could definitely see where an unprepared flatlander pilot could get in a tight spot on a trip to Denver or Salt Lake.
I need a passport, 12" N-numbers, a few US and Bahamian customs forms, US currency in various denominations, and a USCG approved life vest for all aboard before I fly the 55 nm east to the Bahamas. I'll probably get to Key West beforehand.
Learning to accept the high humidity,
In Florida, AGL = MSL. The published altitude at Vero Beach, FL is 24 feet, practically zero. The altitude at Ogden, UT is 4470.
I still lean for taxi then go full rich for takeoff but that's the last time I touch the mixture control until shutdown as most local flying is at 1000 a/msl.
Other than the occasional cell tower, there's nothing to avoid while flying, like mountains. Also nothing of interest to see, like mountains, salt flats, canyons, etc.
Due to the dense air, it's hard to keep her from rolling when I do the 1800 rpm engine runup/mag check. I also learned Van's takeoff and landing distance numbers apply at sea level airports.
It's cool to see the airspeed indicator at the top of the green arc nudging into the yellow at cruise power. You just don't see those numbers out west unless you're in a dive. In winter. With wide open throttle. I know it's meaningless because my cruise groundspeed is still in the 155 kt range, but it's still cool to see.
There's seemingly an airport every 10 miles. And most have a cafe or restaurant. That won't be good for the 'ol waistline.
Like out west in the summer, fly in the morning, then watch the afternoon thunderstorms from your favorite ground-based chair.
I learned to fly in the mountain west so the concept of density altitude and the principles of mountain flying were just part and parcel of flight training. I could definitely see where an unprepared flatlander pilot could get in a tight spot on a trip to Denver or Salt Lake.
I need a passport, 12" N-numbers, a few US and Bahamian customs forms, US currency in various denominations, and a USCG approved life vest for all aboard before I fly the 55 nm east to the Bahamas. I'll probably get to Key West beforehand.
Learning to accept the high humidity,
. Having an RV-7 with 180hp and a c/s hartzell makes things a lot easier!!!
