Van's Air Force
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Kent's Lower 48
- Thread starter kentb
- Start date
longranger
Well Known Member
Sorry you couldn't make it through SoCal, Kent. You're always welcome for any future trips.
Looks like it was great trip anyway. You're now about 10 states ahead of me (but I do have Alaska
), and it's only taken me 28 years.
Looks like it was great trip anyway. You're now about 10 states ahead of me (but I do have Alaska
), and it's only taken me 28 years.
kentb
Well Known Member
After lunch with Tony
Tony had set me up with his buddies at ATC, so I got my squawk code and headed to Sanford, just South of DC. I needed to cross the Delaware Bay if I didn't want to go along way around. I climbed to 6500 ft which would let me glide part way to shore if needed.
It is a long way and even if you managed to get back to the shore line, I think it looked like mud flats. Would if be better to land in the water or mud flats?
I have already mentioned what happened with my landing at Sanford, so I won't go over that again.
My daughter and son-in-law picked me up at the airport and we stopped at a Mexican restaurant on the way to their home. Since tomorrow wasn't a flying day, I had a giant margarita and a taco salad.
The next day we drove about 70 miles West to Lurey Caverns.
Believe it or not this picture has water in the middle and all the stuff that appears to be growing upwards is just a reflection of the stuff above.
More cave pictures
With the price of the ticket you also got to visit the Carriage Museum.
I would love to have one of these:
I wonder if one of these were ever in an airplane?
Tony had set me up with his buddies at ATC, so I got my squawk code and headed to Sanford, just South of DC. I needed to cross the Delaware Bay if I didn't want to go along way around. I climbed to 6500 ft which would let me glide part way to shore if needed.
It is a long way and even if you managed to get back to the shore line, I think it looked like mud flats. Would if be better to land in the water or mud flats?
I have already mentioned what happened with my landing at Sanford, so I won't go over that again.
My daughter and son-in-law picked me up at the airport and we stopped at a Mexican restaurant on the way to their home. Since tomorrow wasn't a flying day, I had a giant margarita and a taco salad.
The next day we drove about 70 miles West to Lurey Caverns.
Believe it or not this picture has water in the middle and all the stuff that appears to be growing upwards is just a reflection of the stuff above.
More cave pictures
With the price of the ticket you also got to visit the Carriage Museum.
I would love to have one of these:
I wonder if one of these were ever in an airplane?
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kentb
Well Known Member
Tuesday morning I left Sanford
Topped off the tanks and headed South. There was a lot of haze in the air.
Here is FFA.
Proof that I made it.
The rock on the left is the takeoff point and the four stone out in the field are where they landed on each of the first four flights. The last white object is the marker, but there are two people out close to it.
I enjoyed my hour and one half that I spent, but is was warm and I was sweating after hiking up to the monument and around the museums.
After leaving and reaching 8500 ft it was much cooler and my way to SC.
Kent
Topped off the tanks and headed South. There was a lot of haze in the air.
Here is FFA.
Proof that I made it.
The rock on the left is the takeoff point and the four stone out in the field are where they landed on each of the first four flights. The last white object is the marker, but there are two people out close to it.
I enjoyed my hour and one half that I spent, but is was warm and I was sweating after hiking up to the monument and around the museums.
After leaving and reaching 8500 ft it was much cooler and my way to SC.
Kent
kentb
Well Known Member
Heading South
My SC stop was Marion Co. Airport. I added fuel and ask what happened. An unlucky student pilot had a bad landing the day before. The FAA man was there check it out. He ask me about my RV9 and where I was going. I thought that he might do a ramp check, but he was just interested in airplanes.
I saw another one on my GA stop, but didn't talk to anyone about it.
My FL airport was Pensacola. I had flight following and when I was about 20 miles out I started my VFR decent. At 10 out I was handed off to the tower and as the air was smooth I was coming down at 175 kts. The tower told me "94KJ maintain current speed and report 3 mile finial runway 17". OK...
I didn't start slowing down until 3 mile finial and crossed the number doing 130 kts. At that point I chopped the throttle and full prop. I didn't touch until the last 3rd of the 7000 ft runway.
I think that the tower was a little surprised that I had requested a touch-and-go.
This is what it is all about.
I had done my touch-and-go in Vicksburg MS and then I crossed the mississippi to land at Vicksburg LA.
I had look at the flight guide and the listing for lodging for the MS one only had two entries. The one for LA had about 8 entries, so I figured that that would be a better stop for the night.
As I tied my plane down the FBO manager came over and ask if I was staying the night and I confirmed that I would. I ask what my options were for finding a room for the night. He loaned me the courtesy car for the night as long as I could get back before 9 then next morning. I had to drive back across the mississippi to get to the hotels. Because it was a week, one of the casino's had special rates. Only 49.99 per night. It was a real nice room, but no internet. I think that they expect you to be down stairs in the gaming room and not hang out in your room.
My SC stop was Marion Co. Airport. I added fuel and ask what happened. An unlucky student pilot had a bad landing the day before. The FAA man was there check it out. He ask me about my RV9 and where I was going. I thought that he might do a ramp check, but he was just interested in airplanes.
I saw another one on my GA stop, but didn't talk to anyone about it.
My FL airport was Pensacola. I had flight following and when I was about 20 miles out I started my VFR decent. At 10 out I was handed off to the tower and as the air was smooth I was coming down at 175 kts. The tower told me "94KJ maintain current speed and report 3 mile finial runway 17". OK...
I didn't start slowing down until 3 mile finial and crossed the number doing 130 kts. At that point I chopped the throttle and full prop. I didn't touch until the last 3rd of the 7000 ft runway.
I think that the tower was a little surprised that I had requested a touch-and-go.
This is what it is all about.
I had done my touch-and-go in Vicksburg MS and then I crossed the mississippi to land at Vicksburg LA.
I had look at the flight guide and the listing for lodging for the MS one only had two entries. The one for LA had about 8 entries, so I figured that that would be a better stop for the night.
As I tied my plane down the FBO manager came over and ask if I was staying the night and I confirmed that I would. I ask what my options were for finding a room for the night. He loaned me the courtesy car for the night as long as I could get back before 9 then next morning. I had to drive back across the mississippi to get to the hotels. Because it was a week, one of the casino's had special rates. Only 49.99 per night. It was a real nice room, but no internet. I think that they expect you to be down stairs in the gaming room and not hang out in your room.
kentb
Well Known Member
Leaving MS
Wednesday morning I left MS/LA heading north. The sky was overcast so I couldn't fly very high.
After 721 miles I was getting tried, so decided to call it a day in Milard, NE.
I had a great meal that night at the Hawthorn Suites restaurant and a restful night.
The next morning I headed back to the airport only to find the ceiling to low for VFR fight.
I continually check the report from airports around the area. It finally look OK to head West. The sky at Milard was 2400 and although the airports to the south were below VFR the ones to the West were reporting 1500 to 1700 ft.
Off to the West I headed.
The reported condition were not what I found. I was feeling go about my panel about then. The AFS 3500 was showing the obstacles with nice colors. The iPad was showing my sectional chart so I would watch for tower and such. Good double checking. Even with this information I could not relax and enjoy the flight as I was not very far above the ground.
After 70 miles I decided that it didn't make since to continue, so headed to the nearest airport York, NE.
I announced my intentions to land. The FBO came on the radio and told my that runway 17/35 was closed for construction, but that I could use the turf runway 5/23. Well the winds were about 15 kts out of the South, but I didn't want to continue.
I was a rough landing and I taxied very slowly until I got to the pavement.
After waiting a couple more hours, the ceiling reports to the West again looked OK.
I asked if I could use the part of the runway 17 that wasn't being used, as I could take off in a short distance. I was told that I could use the taxiway if I wanted. OK.
Well it worked out the same as my last flight. Ceiling kept coming down and were not as good as reported. I finally gave up for the day at Kearney, NE.
The next morning I didn't rush to get back to the airport. I kept checking ASOS from the hotel. Around 10 AM it was reporting 1500 ft, so I headed back to the airport. Only 30 miles to the West the reports for clear skies.
We I got to the airport it had dropped back to 800 ft. So more waiting.
Just shortly after noon it was reporting 1100, but there were holes. So I started up and ascended through one of the holes.
Heading South it was solid overcast to the East, but broken to the South and clear to the West.
That was the last of my weather problems.
My stop in Dalhart, TX was a good time for a late lunch. They had a cafe on the airport. I could believe my luck. They make real milkshakes. You know the kind that they put ice cream in and mix in a metal cup.
After a cheeseburger and a milkshake I was on my way.
Since I had been delayed in NE, I decided to give up on the Leadville to Death Valley. I changed my CO stop to Durango. I had a stop in NM only 40 miles away and then on to Durango.
This is the Rockies as I flew across NM.
I wasn't over the tallest of the Rockies. The ones around me were only 13,000 ft. I was flying at 14,500 ft. I also decided not to fly direct to Durango, but went a little more South. My path was close to Taos, NM.
A couple day early I got a call from Rob Hickman (AFS), when he head about my AP not working. He told to make sure that I didn't start moving the plane until the EFIS and the AP had finished starting up. By doing this the AP was now working correctly.
I did discover that I didn't like using the AP when near the mountains. Because of the mountain wave effect the AP would go through cycles, when the updraft came the AP would head down hill and cause you to speed up, just about then there would be a change with a downdraft and bumps. Then the AP would head back uphill and slow down.
I found that I would get a smoother ride if I kept the plane level in the updrafts and downdrafts. The average out and I wouldn't be going to fast when I hit turbulence.
Coming into Durango.
Wednesday morning I left MS/LA heading north. The sky was overcast so I couldn't fly very high.
After 721 miles I was getting tried, so decided to call it a day in Milard, NE.
I had a great meal that night at the Hawthorn Suites restaurant and a restful night.
The next morning I headed back to the airport only to find the ceiling to low for VFR fight.
I continually check the report from airports around the area. It finally look OK to head West. The sky at Milard was 2400 and although the airports to the south were below VFR the ones to the West were reporting 1500 to 1700 ft.
Off to the West I headed.
The reported condition were not what I found. I was feeling go about my panel about then. The AFS 3500 was showing the obstacles with nice colors. The iPad was showing my sectional chart so I would watch for tower and such. Good double checking. Even with this information I could not relax and enjoy the flight as I was not very far above the ground.
After 70 miles I decided that it didn't make since to continue, so headed to the nearest airport York, NE.
I announced my intentions to land. The FBO came on the radio and told my that runway 17/35 was closed for construction, but that I could use the turf runway 5/23. Well the winds were about 15 kts out of the South, but I didn't want to continue.
I was a rough landing and I taxied very slowly until I got to the pavement.
After waiting a couple more hours, the ceiling reports to the West again looked OK.
I asked if I could use the part of the runway 17 that wasn't being used, as I could take off in a short distance. I was told that I could use the taxiway if I wanted. OK.
Well it worked out the same as my last flight. Ceiling kept coming down and were not as good as reported. I finally gave up for the day at Kearney, NE.
The next morning I didn't rush to get back to the airport. I kept checking ASOS from the hotel. Around 10 AM it was reporting 1500 ft, so I headed back to the airport. Only 30 miles to the West the reports for clear skies.
We I got to the airport it had dropped back to 800 ft. So more waiting.
Just shortly after noon it was reporting 1100, but there were holes. So I started up and ascended through one of the holes.
Heading South it was solid overcast to the East, but broken to the South and clear to the West.
That was the last of my weather problems.
My stop in Dalhart, TX was a good time for a late lunch. They had a cafe on the airport. I could believe my luck. They make real milkshakes. You know the kind that they put ice cream in and mix in a metal cup.
After a cheeseburger and a milkshake I was on my way.
Since I had been delayed in NE, I decided to give up on the Leadville to Death Valley. I changed my CO stop to Durango. I had a stop in NM only 40 miles away and then on to Durango.
This is the Rockies as I flew across NM.
I wasn't over the tallest of the Rockies. The ones around me were only 13,000 ft. I was flying at 14,500 ft. I also decided not to fly direct to Durango, but went a little more South. My path was close to Taos, NM.
A couple day early I got a call from Rob Hickman (AFS), when he head about my AP not working. He told to make sure that I didn't start moving the plane until the EFIS and the AP had finished starting up. By doing this the AP was now working correctly.
I did discover that I didn't like using the AP when near the mountains. Because of the mountain wave effect the AP would go through cycles, when the updraft came the AP would head down hill and cause you to speed up, just about then there would be a change with a downdraft and bumps. Then the AP would head back uphill and slow down.
I found that I would get a smoother ride if I kept the plane level in the updrafts and downdrafts. The average out and I wouldn't be going to fast when I hit turbulence.
Coming into Durango.
kentb
Well Known Member
Durango to Page, AZ
Leaving Durango the ground is very eroded and rugged.
I was flying at 14,500 ft again. As I approached Monument Valley the formations on the ground began to look strange.
Note that in this picture that there is a road crossing it to give the scale.
The time was getting late, so the light on the pictures was not that good, or maybe it was my picture taking that was substandard.
This what make picture taking so bad. It also made see where you are flying difficult.
Coming into Page, AZ. Lake Powell on the North.
Because of the lateness of the day, I decided to stay the night in Page, AZ.
After securing my plane, the last guy at the FBO, Paul Phillips ask if I was staying the night. I ask if he could give me information about contacting a hotel that would come and get me. He offered to take me into town and help me fined a room for a good price.
After 8 hotels and 8 'no vacancy' signs we had exhausted the offerings of Page, AZ. Paul offered to take me in for the night. There sure are a lot of nice people in the world.
Leaving Durango the ground is very eroded and rugged.
I was flying at 14,500 ft again. As I approached Monument Valley the formations on the ground began to look strange.
Note that in this picture that there is a road crossing it to give the scale.
The time was getting late, so the light on the pictures was not that good, or maybe it was my picture taking that was substandard.
This what make picture taking so bad. It also made see where you are flying difficult.
Coming into Page, AZ. Lake Powell on the North.
Because of the lateness of the day, I decided to stay the night in Page, AZ.
After securing my plane, the last guy at the FBO, Paul Phillips ask if I was staying the night. I ask if he could give me information about contacting a hotel that would come and get me. He offered to take me into town and help me fined a room for a good price.
After 8 hotels and 8 'no vacancy' signs we had exhausted the offerings of Page, AZ. Paul offered to take me in for the night. There sure are a lot of nice people in the world.
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kentb
Well Known Member
Saturday - last day.
A beautiful morning in Page.
Glen Canyon Dam.
St George UT. They are almost through building a nice new airport, but for now you should use the old one.
NV desert country. I am flying high again, 14,500 ft.
Finally a little bit of green. I wonder where the water comes from?
Mt Shasta, CA come into view.
Almost home, 'the three sisters', OR.
Home in my hangar, I wonder which State these bugs came from.
A beautiful morning in Page.
Glen Canyon Dam.
St George UT. They are almost through building a nice new airport, but for now you should use the old one.
NV desert country. I am flying high again, 14,500 ft.
Finally a little bit of green. I wonder where the water comes from?
Mt Shasta, CA come into view.
Almost home, 'the three sisters', OR.
Home in my hangar, I wonder which State these bugs came from.
kentb
Well Known Member
Summary.
48.5 hr on the tach, 54 hr on the hobbs. I added three quarts of oil and it is ready for a fourth, but I think that I will just go ahead and change it now.
392 gallons of fuel, costing $1706.
The least expensive fuel at $3.69 was at Marion, SC.
The most expensive fuel at $5.03 was at Alturas, CA.
Runwayfinder.com measures my revised plan at 6559 nm. I estimate that I flew 100 miles out of my way, around restricted air space and small deviation for lower turaine. This results in an average speed of 123 kts. Average fuel flow of 7.25 gallons per hour. This is 19.5 gpm.
I'll need to do some repair to my right wheel pant. Not sure where the damage was done. Maybe on some of the cross wind landings, but I think that maybe the grass strip landing was what did it.
I was disappointed that I was not able to get my ADS-B working before I started my trip. I wanted to report on how often it was able to see traffic as I crossed the country.
I think that my next trip will be more about meeting people and less about meeting specific goals. I really enjoyed the people that I encounter on this trip.
Thank you all for help me and offering to help me.
Kent
48.5 hr on the tach, 54 hr on the hobbs. I added three quarts of oil and it is ready for a fourth, but I think that I will just go ahead and change it now.
392 gallons of fuel, costing $1706.
The least expensive fuel at $3.69 was at Marion, SC.
The most expensive fuel at $5.03 was at Alturas, CA.
Runwayfinder.com measures my revised plan at 6559 nm. I estimate that I flew 100 miles out of my way, around restricted air space and small deviation for lower turaine. This results in an average speed of 123 kts. Average fuel flow of 7.25 gallons per hour. This is 19.5 gpm.
I'll need to do some repair to my right wheel pant. Not sure where the damage was done. Maybe on some of the cross wind landings, but I think that maybe the grass strip landing was what did it.
I was disappointed that I was not able to get my ADS-B working before I started my trip. I wanted to report on how often it was able to see traffic as I crossed the country.
I think that my next trip will be more about meeting people and less about meeting specific goals. I really enjoyed the people that I encounter on this trip.
Thank you all for help me and offering to help me.
Kent
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RickWoodall
Well Known Member
Thanks
I really enjoy trip write ups. Good push to keep on working. Glad you had a safe trip. Its amazing the real estate you can cover with your own magic carpet. Cant wait.
I really enjoy trip write ups. Good push to keep on working. Glad you had a safe trip. Its amazing the real estate you can cover with your own magic carpet. Cant wait.
kentb
Well Known Member
And the answer is....
A few days after returning home, I got a call from an FAA investigator. He was very nice and was just collecting information about the infraction. One of the questions that he asked was if I had filed the NASA form. I told him that I hadn't and asked if I should. He said most definitely.
He even emailed me the link to file it online.
http://asrs.arc.nasa.gov/
Since it was the 10th day after the infraction, he told me to file today as it was the last chance for it to protect me.
After I got off the phone I immediately filled out the form.
About a month latter I received a registered letter, telling me how bad a boy I was and all the FARs that I had violated. It was three pages (that is a lot of bad behavior). They said that I could send in my pilot certificate for 30 days. Included was a form that I could send back and a check box to indicate that I didn't want to except there punishment because I had filed the NASA form.
About one month after that I received another registered letter again telling my how bad I was in three pages, but the last paragraph stated that the report would be filed but my pilot privileges would not be suspended.
Keep the above link handy and use it if you think you may have done something not right.
Kent
A few days after returning home, I got a call from an FAA investigator. He was very nice and was just collecting information about the infraction. One of the questions that he asked was if I had filed the NASA form. I told him that I hadn't and asked if I should. He said most definitely.
He even emailed me the link to file it online.
http://asrs.arc.nasa.gov/
Since it was the 10th day after the infraction, he told me to file today as it was the last chance for it to protect me.
After I got off the phone I immediately filled out the form.
About a month latter I received a registered letter, telling me how bad a boy I was and all the FARs that I had violated. It was three pages (that is a lot of bad behavior). They said that I could send in my pilot certificate for 30 days. Included was a form that I could send back and a check box to indicate that I didn't want to except there punishment because I had filed the NASA form.
About one month after that I received another registered letter again telling my how bad I was in three pages, but the last paragraph stated that the report would be filed but my pilot privileges would not be suspended.
Keep the above link handy and use it if you think you may have done something not right.
Kent
