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David X
Joined: 10 Jan 2006
Posts: 154
Location: Princeton, NJ, USA
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 Posted: Thu Nov 23, 2006 9:33 pm Post subject: Coast to coast and back in my 601XL |
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Althought the trip was in August, I didn't post it in this forum because, frankly, a number of you out there are pricks. One guy went so far as to tell me I was full of 5h!t. Yet others complain that the pictures clog their stone-age 300 baud modems. If you're one of those ... take a deep breath ... count to 10 ... and call a shrink.
With all this gloom over crashes lately, I think we need a reminder once in a while about the joy and freedom of flying. The trip was a life-long dream of mine. My story and pics follow:
--------------------------------------------------
Some of you may know that I recently completed a cross-country trip in my 601 from Albany, NY to Roseburg, Oregon and back to Princeton, NJ … crossing the Rockies twice. It was the culmination of a long held dream of mine. Three months later, I still marvel at the adventure.
Total fly time was 35 hours spread out over two weeks. I made about a dozen stops on the round trip adventure, with a few longer stops to visit family here and there. I found it hard to fly high altitudes every day (diminished oxygen), day after day. It wears on you. I found that I could only practically fly 6 to 7 hours maximum in a given day due to shear exhaustion. But what glorious hours they were, at times, and what miserable hours they were at other times.
I learned a lot about weather and got pretty good at dodging it after a while. Although I had to divert to an alternate airport more than once due to bad weather, it soon became a game of checkers after a while … trying to position my aircraft for good weather the following day. There were a few rough weather situations that just kicked my ass in that light aircraft, though.
For example: On day three, I was flying across Kansas trying to stay south of a nasty weather system stalled over Nebraska and Northern Colorado. A southerly flow was pushing up from Arizona and clashing with a Canadian cold front coming down through the Dakotas. It made for nasty and unpredictable weather … not something you want to fly a little plane near.
As the day wore on, the clouds thickened and I had to go below them on my way to Manhattan, Kansas. The ride was very rough and my rudder was getting a workout as I struggled to keep things straight and level amongst the bumps and gusts and wind shear. When I landed, I popped open the canopy as I taxied to the FBO. I parked and let the breeze come in. Ahhhh! I said to the attendant. The breeze feels good and it's such a nice day. He said "Are you f***ing crazy!? The surface temperature is 106F"! I laughed. That was a rough day and I was asleep by 8:00 pm that night. zzzzzzzz
Navigating terrain was another skill that I honed during the trip. I felt like a mouse in a maze sometimes having to negotiate terrain, thunder storms and forest fires. From Kansas to Montana, I flew across progressively higher terrain and stopped at several airfields that were more than 5000 feet in altitude. Bit by bit I became accustomed to the more sluggish aircraft performance at higher altitudes, and my confidence grew.
Crossing the Rockies for the first time was intimidating, nonetheless. But, I remembered my training and spent plenty of time planning the route and alternate routes. For every hour I spent flying, I probably spent an hour planning.
It was about 8:30AM and the little plane climbed to 11,200, willing and anxious to climb yet more … but I decided that I needed to breath … so I didn't climb any higher. I was very pleased with the aircraft performance. The view of the mountains was glorious and the air was smooth. I couldn't have asked for much better conditions.
The approach and landing at Missoula, Montana was probably the greatest thrill I had in a long time. After crossing most of the Continental Divide, I meandered through various valleys to arrive at the last pass before Missoula … my final destination that day.
My first choice to Missoula was blocked by a forest fire, so I had to take the more narrow mountain pass. The cloud layer was thickening and lowering by the hour. The mountain peaks were about 8,500, the clouds at 9,000, the valley at about 4,000 and the pass only 6 to 8 miles wide. It was relatively tight fit meandering through the s-shaped valley. It culminated in a 4,500 foot decent in 2.5 miles at full throttle to land at Missoula airport. When I got on the ground and looked back at where I had just descended from, I yelled out loud. Yeeeehaw!
I was bushed and the adrenalin took its toll on me! I laid down in the pilots lounge and woke up at 5:30 the next morning to the smell of strong coffee and fresh popcorn. Someone put a blanket on me and turned out the lights after I fell asleep. I vaguely remember a whiskered kiss on the forehead (just kidding about the kiss). LOL! Seriously, they took really good care of me at Missoula. I'm most definitely going back there next time.
The next day flying out of Missoula was also a glorious day. I left early to take advantage of the cool morning air. The aircraft climbed well as I navigated through Lolo pass toward Idaho. It was probably the most serene day of the entire trip. I took my headset off and listened to the wind and the engine. I sang a few patriotic songs (it just seemed appropriate). I forgot about navigating and just followed the Lolo valley toward Wala Wala. It was pure freedom! Oregon, here I come! To think that it took Louis and Clark nearly a year to make the same trip I did in a few days.
The weather was good in the cascades, East Oregon … so I changed my flight plans and cut the corner instead of following the Columbia River to the West Coast. I'm glad I did, because the views of Mount Shasta and Mount Hood were amazing. Dormant volcanoes with smoky bases (forest fires) gave them an ominous look.
The return trip was equally beautiful, but mostly uneventful. The only technical challenge was flying below the clouds at 3,500 feet along the West Coast and following the Columbia River toward Idaho. The fit is tight between the two mountain peaks either side of the Columbia. Stunning views, though! Once I passed the cascades, the clouds lifted and I was able to climb up higher where the air was smoother and the view was even more spectacular.
I took a more southerly route over the Rockies this time, following the high desert of Central Idaho and crossing just West of Jackson Hole ... following the interstate highway all the way to Billings. I kept a northerly route across the Dakotas, taking a detour to fly over Crazy Horse Monument and Mount Rushmore.
I flew from Billings to Rapid City in one day, then to Youngstown, Ohio the next day. The final leg into Princeton, New Jersey was like visiting an old lover … the terrain was familiar, the smell and feel were comforting. I don't think I looked at the compass or the map more than a few times the last leg across Pennsylvania and New Jersey.
All in all, the trip exceeded my expectations. By mid-trip, I was navigating without need of the GPS … just me, a compass and a map. Avoiding bad weather was soon second nature and the return flight was much more pleasant as a consequence.
Landing at Princeton, NJ … my last stop … was a bitter-sweet thing. What great memories. Play time is over. Now I have to go back to making a living. Ug! Gotta pay for my expensive hobby somehow.
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Last edited by David X on Fri Nov 24, 2006 10:59 am; edited 3 times in total |
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p.mulwitz(at)worldnet.att
Guest
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| Posted: Thu Nov 23, 2006 10:13 pm Post subject: Coast to coast and back in my 601XL |
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Hi David,
What an inspiring story. I too have dreams of
flying coast to coast in my own airplane. Alas,
I still need to finish building it and survive the flight testing.
Let me apologize for removing your request to not
store your story in the archive. This is just
the kind of story I think we all need. Thank you
for taking the time and effort to write it.
One technical question I would like to ask. How
did you find the weather information and do the
flight planning while so far from home? Were you
able to get access to the radar and weather maps
so easy to get on the Internet? Did you do it
all over the phone with FSS? (OK, it wasn't just one question)
Paul
XL still working on the fuselage. Maybe I'll
finish the plane next year. Then I can try to fly all that distance.
At 09:33 PM 11/23/2006, you wrote:
| Quote: |
Althought the trip was in August, I didn't post
it in this forum because, frankly, a number of
you out there are pricks. One guy went so far as
to tell me I was full of 5h!t. Yet others
complain that the pictures clog their stone-age
300 baud modems. If you're one of those ... take
a deep breath ... count to 10 ... and call a shrink.
With all this gloom over crashes lately, I think
we need a reminder once in a while about the joy
and freedom of flying. The trip was a life-long
dream of mine. My story and pics follow:
--------------------------------------------------
Some of you may know that I recently completed a
cross-country trip in my 601 from Albany, NY to
Roseburg, Oregon and back to Princeton, NJ …
crossing the Rockies twice. It was the
culmination of a long held dream of mine. Three
months later, I still marvel at the adventure.
Total fly time was 35 hours spread out over two
weeks. I made about a dozen stops on the round
trip adventure, with a few longer stops to visit
family here and there. I found it hard to fly
high altitudes every day (diminished oxygen),
day after day. It wears on you. I found that I
could only practically fly 6 to 7 hours maximum
in a given day due to shear exhaustion. But what
glorious hours they were, at times, and what
miserable hours they were at other times.
I learned a lot about weather and got pretty
good at dodging it after a while. Although I had
to divert to an alternate airport more than once
due to bad weather, it soon became a game of
checkers after a while … trying to position my
aircraft for good weather the following day.
There were a few rough weather situations that
just kicked my ass in that light aircraft, though.
For example: On day three, I was flying across
Kansas trying to stay south of a nasty weather
system stalled over Nebraska and Northern
Colorado. A southerly flow was pushing up from
Arizona and clashing with a Canadian cold front
coming down through the Dakotas. It made for
nasty and unpredictable weather … not
something you want to fly a little plane near.
As the day wore on, the clouds thickened and I
had to go below them on my way to Manhattan,
Kansas. The ride was very rough and my rudder
was getting a workout as I struggled to keep
things straight and level amongst the bumps and
gusts and wind shear. When I landed, I popped
open the canopy as I taxied to the FBO. I parked
and let the breeze come in. Ahhhh! I said to the
attendant. The breeze feels good and it's such a
nice day. He said "Are you f***ing crazy!? The
surface temperature is 106F"! I laughed. That
was a rough day and I was asleep by 8:00 pm that night. zzzzzzzz
Navigating terrain was another skill that I
honed during the trip. I felt like a mouse in a
maze sometimes having to negotiate terrain,
thunder storms and forest fires. From Kansas to
Montana, I flew across progressively higher
terrain and stopped at several airfields that
were more than 5000 feet in altitude. Bit by bit
I became accustomed to the more sluggish
aircraft performance at higher altitudes, and my confidence grew.
Crossing the Rockies for the first time was
intimidating, nonetheless. But, I remembered my
training and spent plenty of time planning the
route and alternate routes. For every hour I
spent flying, I probably spent an hour planning.
It was about 8:30AM and the little plane climbed
to 11,200, willing and anxious to climb yet more
… but I decided that I needed to breath … so
I didn't climb any higher. I was very pleased
with the aircraft performance. The view of the
mountains was glorious and the air was smooth. I
couldn't have asked for much better conditions.
The approach and landing at Missoula, Montana
was probably the greatest thrill I had in a long
time. After crossing most of the Continental
Divide, I meandered through various valleys to
arrive at the last pass before Missoula … my final destination that day.
My first choice to Missoula was blocked by a
forest fire, so I had to take the more narrow
mountain pass. The cloud layer was thickening
and lowering by the hour. The mountain peaks
were about 8,500, the clouds at 9,000, the
valley at about 4,000 and the pass only 6 to 8
miles wide. It was relatively tight fit
meandering through the s-shaped valley. It
culminated in a 4,500 foot decent in 2.5 miles
at full throttle to land at Missoula airport.
When I got on the ground and looked back at
where I had just descended from, I yelled out loud. Yeeeehaw!
The next day flying out of Missoula was also a
glorious day. I left early to take advantage of
the cool morning air. The aircraft climbed well
as I navigated through Lolo pass toward Idaho.
It was probably the most serene day of the
entire trip. I took my headset off and listened
to the wind and the engine. I forgot about
navigating and just followed the Lolo valley
toward Wala Wala. It was pure freedom! Oregon,
here I come! To think that it took Louis and
Clark nearly a year to make the same trip I did in a few days.
The weather was good in the cascades, East
Oregon … so I changed my flight plans and cut
the corner instead of following the Columbia
River to the West Coast. I'm glad I did, because
the views of Mount Shasta and Mount Hood were
amazing. Dormant volcanoes with smoky bases
(forest fires) gave them an ominous look.
The return trip was equally beautiful, but
mostly uneventful. The only technical challenge
was flying below the clouds at 3,500 feet along
the West Coast and following the Columbia River
toward Idaho. Once I passed the cascades, the
clouds lifted and I was able to climb up higher
where the air was smoother and the view was better.
I took a more southerly route over the Rockies
this time, following the high desert of Central
Idaho and crossing just West of Jackson Hole ...
following the interstate highway all the way to
Billings. I kept a northerly route across the
Dakotas, taking a detour to fly over Crazy Horse Monument and Mount Rushmore.
I flew from Billings to Rapid City in one day,
then to Youngstown, Ohio the next day. The final
leg into Princeton, New Jersey was like visiting
an old friend … the terrain was familiar, like
the back of my hand. I don't think I looked at
the compass or the map more than a few times the
last leg across Pennsylvania and New Jersey.
All in all, the trip exceeded my expectations.
By mid-trip, I was navigating without need of
the GPS … just me, a compass and a map.
Avoiding bad weather was soon second nature and
the return flight was much more pleasant as a consequence.
Landing at Princeton, NJ … my last stop …
was a bitter-sweet thing. What great memories.
Play time is over. Now I have to go back to making a living. Ug!
--------
Zodiac 601 XL - CZAW Built - Rotax 912S
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David X
Joined: 10 Jan 2006
Posts: 154
Location: Princeton, NJ, USA
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| Posted: Thu Nov 23, 2006 11:05 pm Post subject: Re: Coast to coast and back in my 601XL |
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All of the above.
I took a laptop computer and a wireless add-on card with me. My preferred way to get weather was to use the electronic flight planner from AOPA (it's Jeppesen software). Many FBO have complimentary wireless connectivity, so I often sat in the pilot's lounge with my laptop to do my basic weather checks, wind and burn-time calcs.
Sometimes I couldn't get wireless connectivity, so I used the weather stations at the FBO. Some were pretty good, many were worthless. One dinky-ass field in BF Missouri only had a phone, and it was a pulse dial! I diverted to that field because some unexpected weather popped up at my destination. All the menus at flight service are touch tone. Ug! I felt like I was caught in some sort of time warp figuring out how to use a damned pulse-dial in a touch-tone world. I managed.
Lesson learned ... turn off your cell phone before take-off. You can almost always get a briefer via cell phone, but only if the batteries aren't dead. Motorola phones are netorious for sucking down battery at warp speed when they can't get a signal. 
Last resort was flight service via phone. Be prepared to give them your entire route and have your sectional layed out in front of you as they read you the weather report. Don't be shy about marking up your sectional with weather symbols etc. The briefer will be telling you things about loctions you're not familiar with ... so you may have to ask the briefer where each point is in reference to a VOR or airport along your route. Most briefers are pretty patient and helpful. Their main goal is to help you plan a safe flight.
On the other hand, sometimes all the electronic information just didn't add up ... so I called a briefer to get a second opinion. More than a few times I stayed on the ground based on the briefer's recommendation ... and I never regretted doing so. They were always right.
Lastly, I often called flight service in the air to get an in-flight update on weather. Don't ever count on getting in contact with anyone this way ... because it's hit or miss. In-flight briefings were valuable when I could get them. My decision to divert was usually based on in-flight info. You just can't count on the weather being as forecast over a four hour burn.
Lesson learned ... It's difficult to watch for traffic, fly level, navigate, scan your engine guages, talk on the radio and look at a map all at the same time ... especially in rough air.  The best way to get an in-flight briefing is to look ahead on your map to where you want a briefing for ... then put the map down and make the radio call.
| Quote: | One technical question I would like to ask. How
did you find the weather information and do the
flight planning while so far from home? Were you
able to get access to the radar and weather maps
so easy to get on the Internet? Did you do it
all over the phone with FSS? |
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_________________
Zodiac 601 XL - CZAW Built - Rotax 912S
DO NOT ARCHIVE |
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amyvega2005(at)earthlink.
Guest
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| Posted: Fri Nov 24, 2006 6:21 am Post subject: Coast to coast and back in my 601XL |
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ANother item you can take is prior to take off , print the airport directories for the airports you are overflying, if not on your 496, (which I don't have). As you fly over, there is direction on each sheet, mostly to 122.0 for FSS or radio the Class B traffic at flight following , and ask. Around here if they are not busy, class B control will give me a military update and radio channel to get weather brief.
JUan
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amyvega2005(at)earthlink.
Guest
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| Posted: Fri Nov 24, 2006 6:35 am Post subject: Coast to coast and back in my 601XL |
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Man what a cool trip. ANy thoughts ona bunch of us m,eeting up at a flyin like Missouri or OShkosh? I should be done by February and flying.
Juan
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MaxNr(at)aol.com
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| Posted: Fri Nov 24, 2006 7:23 am Post subject: Coast to coast and back in my 601XL |
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aprazer(at)cableone.net
Guest
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| Posted: Fri Nov 24, 2006 12:38 pm Post subject: Coast to coast and back in my 601XL |
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Thanks David for sharing your trip and pixs. I'm sure this will give others
the incentive to do something similar.
Another subject: does anyone out there know how to take photos, without the
streaks, through those 601 bubbles?
The poh-oh-unemployed farm boy from Idaho
601 XL quick build
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David X
Joined: 10 Jan 2006
Posts: 154
Location: Princeton, NJ, USA
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Dabusmith(at)aol.com
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| Posted: Fri Nov 24, 2006 6:41 pm Post subject: Coast to coast and back in my 601XL |
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>I didn't post it in this forum because, frankly....( I can't believe how often people get angry over these lists.)
Great trip! Thanks for sharing it. I'll take the adventures of mountain flying over dodging T-storms any day.
Dave Smith
N701XL 600hrs
[quote][b]
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Float Flyr
Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland
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| Posted: Fri Nov 24, 2006 8:34 pm Post subject: Coast to coast and back in my 601XL |
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In the case of the 601. the best thing to do is to build a mount on the
outside of the plane to carry the camera. Usually when you want to take
pictures through glass you will try to shoot perpendicular to the glass.
However in the case of the 601 the glass is a compound curve and the
direction you will want to shoot will seldom be perpendicular to the glass.
Touching the glass with the lens of the camera will result in a blurred
picture caused by engine vibrations moving the lens of the camera. That
leaves us with two other possibilities. Remove the bubble for a half
windshield (Warm climate or woollies) or have an small hatch opening in
side of the bubble to shoot through.
Noel
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Noel Loveys
Kitfox III-A
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aprazer
Joined: 24 Nov 2006
Posts: 93
Location: Boise, Idaho
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| Posted: Sat Nov 25, 2006 11:00 am Post subject: Coast to coast and back in my 601XL |
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Juan,
I like your idea about getting together and flying somewhere as a group. I
hope to have my flying machine finished this spring! Anyone else out there
got any suggestions?
The poh-oh-unemployed farm boy from Idaho
601 XL QBK
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n282rs(at)earthlink.net
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| Posted: Sat Nov 25, 2006 1:34 pm Post subject: Coast to coast and back in my 601XL |
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I think I have brought this up before, and I'll bring it up again. The KR
group puts on a fly-in every year. It is completely sponsored by the
build/flyer/wannabees. Check out http://www.krgathering.org/ . They elect a
place and sponsor each year. It's mostly financed by donations and sales of
hats and t-shirts. I think it would be great to have such a gathering of
Zenith folks. They usually have volunteers do different demonstrations. In
their case things like carving foam and laying up fiberglass. For us,
someone could do demos for building spars or bending ribs and such. I think
we have a very nice place to hold one here in San Antonio, but I have too
many issues to be able to sponsor it. Maybe someone else could do the main
sponsoring and I could help. The local EAA chapter has a club house
w/kitchen, and smoker/bbq grill. There's place for camping or stay at the
local hotels.
Randy Stout
San Antonio TX
www.geocities.com/r5t0ut21
n282rs at earthlink.net
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zodierocket(at)hsfx.ca
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| Posted: Sat Nov 25, 2006 3:07 pm Post subject: Coast to coast and back in my 601XL |
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This is Kind of covered in a way. At Sun-N-Fun we have the Webmasters
BBQ in which I buy a burger and dog for every Zenith builder and owner.
That is held on the Thursday of the event and involves over 120 people.
Next on the list is the Official Builders Dinner at Oshkosh with this
years attendance being at 136 builders and owners, this is held on the
Thursday of the show. Next on the list is the Zenith open house at
Zenith Mexico Missouri, Then Can-Zac Aviation Ltd in Ontario Canada and
finally we have the Zenith gathering at Quality Sport planes in
California. I'm not sure we need more? But I'm more then willing to hold
another event at Arlington, all I need is an interest to get it started.
I have a builder that lives in the area and I should be able to put
something together on the Thursday of the event.
Do we need more? I would LOVE to see more at Sun-N-Fun this spring,
remember I'm buying and for those of you who have never been there I
hope others on this list will be able to tell you how they like the BBQ
Event at Sun-in-Fun! For those who have attended the BBQ lets hear your
stories of the event!
Mark Townsend
Can-Zac Aviation Ltd.
president(at)can-zacaviation.com
www.can-zacaviation.com
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Gig Giacona
Joined: 10 Jan 2006
Posts: 1416
Location: El Dorado Arkansas USA
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| Posted: Sat Nov 25, 2006 5:18 pm Post subject: Re: Coast to coast and back in my 601XL |
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| zodierocket(at)hsfx.ca wrote: | I'm not sure we need more?
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Once my plane is finished any excuse to fly will do.
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_________________
W.R. "Gig" Giacona
601XL Under Construction
See my progress at www.peoamerica.net/N601WR |
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amyvega2005(at)earthlink.
Guest
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| Posted: Sat Nov 25, 2006 5:36 pm Post subject: Coast to coast and back in my 601XL |
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All,
On the topic of getting some time in a 601 plane before first flight, this weekend I went to West Palm Beach regional in SOuth FLorida to check out a flight school that has a 601xl. I plan to fly it for two days of instruction, about four hours before going up in mine. It is an AMD plane and in good shape. AQny one interested in doing the same and I'll get you the number. They charge $80/hr. well worth it to get used to the characteristics of the planbe before hopping in.
Juan
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amyvega2005(at)earthlink.
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| Posted: Sat Nov 25, 2006 5:37 pm Post subject: Coast to coast and back in my 601XL |
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I am trying to get flight ready for seabring in Florida. That is January 11th through 14. 2007. Itr will be a big sport plane showcase.
We could meet in St. peteresburg. or there.
Juan
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purplemoon99(at)bellsouth
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| Posted: Sat Nov 25, 2006 6:48 pm Post subject: Coast to coast and back in my 601XL |
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juan it's a great place to fly out of and a new plane with duel stick. I've
logged 3 hr. in it. N101HD joe
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doffill(at)cableone.net
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| Posted: Sat Nov 25, 2006 7:29 pm Post subject: Coast to coast and back in my 601XL |
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Randy I like your idea. Maybe we could schedule one on a regional basis
during SWRFI at Hondo, Tx. I would be glad to assist. I went last year and
only saw one completed 601XL but met a guy who like me was considering
building one. This would be a good way to get interested
builder/flyer/wannabees together here in the southwest.
Regards,
Danny Offill
Van Alstyne, Tx
601XL tail kit.
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David X
Joined: 10 Jan 2006
Posts: 154
Location: Princeton, NJ, USA
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| Posted: Sat Nov 25, 2006 8:07 pm Post subject: Re: Coast to coast and back in my 601XL |
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| zodierocket(at)hsfx.ca wrote: | | Then Can-Zac Aviation Ltd in Ontario Canada |
How difficult is it to fly an experimental to Ontario. I mean, what is the paperwork involved and how different is the airspace etc?
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_________________
Zodiac 601 XL - CZAW Built - Rotax 912S
DO NOT ARCHIVE |
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carlossa52(at)gmail.com
Guest
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| Posted: Sun Nov 26, 2006 7:19 am Post subject: Coast to coast and back in my 601XL |
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There is some information here (Canada Border Service Agency):
http://www.cbsa-asfc.gc.ca/travel/canpass/privateair-e.html
There were some articles in Flying, Private Pilot and Kitplanes that describe the the process.
Try Google too.
Other listers might have first hand experience...
Carlos
CH601-HD, plans
Monteal, Canada
On 25/11/06, David X <dxj(at)comcast.net (dxj(at)comcast.net)> wrote:[quote]--> Zenith-List message posted by: "David X" < dxj(at)comcast.net (dxj(at)comcast.net)>
zodierocket(at)hsfx.ca wrote:
| Quote: | Then Can-Zac Aviation Ltd in Ontario Canada
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How difficult is it to fly an experimental to Ontario. I mean, what is the paperwork involved and how different is the airspace etc?
--------
Zodiac 601 XL - CZAW Built - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76981#76981
[quote][b]
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