I enjoyed learning aviation weather in flight school. In my days we planned, briefed, and filed over the phone WXBrief. Fore flight is impressive but still use E6B manual flight planning & low altitude charts as backup. What’s most impressive is your decision to safely Go or No Go. Appreciate the uploads.
We’d love to see the inspection of your plane. If I were to get an RV, at this point it would be a 12. (When I was younger I had wanted a 7A. Then as years passed, I was interested in a 9A. Now that I’m pushing 70, a RV 12 would be my only choice…but at this point, even that will never happen) Good call on turning around when weather moved in on you. Always better to be able to fly another day.
Interesting video. Makes a strong case for getting your instrument rating if you want to use GA for serious travel. Given what was shown, this was an “easy” flight if instrument rated and proficient.
@@malibujack4852 Quite right! Even though I am instrument rated myself with quite a few hours IFR, I fly today as a Sport Pilot. I have missed many opportunities for XC travel that otherwise would have been simple.
Good job with checking and turning back. I flew a 3500 mile weekly pipeline loop in the Midwest and often had to get up close in marginal conditions and lay up. Three to five days generally worked, but it was continuous for two weeks occasionally. DOT shutdown of a line not flown in 21 days made skipping a week problematic. With family and passengers, there should not be even this much pressure.
@@jimmydulin928 it is important to me that my wife is reassured that I will never take risky chances. I don’t want her to ever hesitate to fly with me.
Great decision on not pushing ahead. Was it possible to stay overnight at your stopping point? I’d like to see what a visit to the A&P mechanic is like. I hope to get an RV-12iS one day. Until then, I’ll just live vicariously through your videos 😮
@@Tom_in_CA Hi Tom! We could have stayed overnight but the forecast for the next day wasn’t good either. And there’s one more thing - I didn’t bring this up in the video but my engine was running funny. I didn’t want to continue on to an airport where there is no mechanic. I will not fly again until my mechanic looks it over.
@@idsawtooth Agreed! I think so long as I don’t need parts it should go fast. However there are a few items that need to be looked at. My left brake seems to hang and my flap position sensor is unreliable.
@@alansaunders1407 Hi Alan! Actually it wasn’t really bumpy. I think as the clouds become more overcast it dampens out any thermals. Even in the rain it was fairly smooth. Just wet - the plane leaks. As for the condition I need to make sure A&P is good with it.
I enjoyed learning aviation weather in flight school. In my days we planned, briefed, and filed over the phone WXBrief. Fore flight is impressive but still use E6B manual flight planning & low altitude charts as backup. What’s most impressive is your decision to safely Go or No Go. Appreciate the uploads.
Been there done that. Gotta know when to turn around. Thunderstorms in summer and ice in the winter.
We’d love to see the inspection of your plane. If I were to get an RV, at this point it would be a 12. (When I was younger I had wanted a 7A. Then as years passed, I was interested in a 9A. Now that I’m pushing 70, a RV 12 would be my only choice…but at this point, even that will never happen)
Good call on turning around when weather moved in on you. Always better to be able to fly another day.
@@jeff11030 Hi Jeff. I’ll chat with my A&P to see if he’s okay with it.
Interesting video. Makes a strong case for getting your instrument rating if you want to use GA for serious travel. Given what was shown, this was an “easy” flight if instrument rated and proficient.
@@malibujack4852 Quite right! Even though I am instrument rated myself with quite a few hours IFR, I fly today as a Sport Pilot. I have missed many opportunities for XC travel that otherwise would have been simple.
Good job with checking and turning back. I flew a 3500 mile weekly pipeline loop in the Midwest and often had to get up close in marginal conditions and lay up. Three to five days generally worked, but it was continuous for two weeks occasionally. DOT shutdown of a line not flown in 21 days made skipping a week problematic. With family and passengers, there should not be even this much pressure.
@@jimmydulin928 it is important to me that my wife is reassured that I will never take risky chances. I don’t want her to ever hesitate to fly with me.
Great decision on not pushing ahead. Was it possible to stay overnight at your stopping point?
I’d like to see what a visit to the A&P mechanic is like.
I hope to get an RV-12iS one day. Until then, I’ll just live vicariously through your videos 😮
@@Tom_in_CA Hi Tom! We could have stayed overnight but the forecast for the next day wasn’t good either. And there’s one more thing - I didn’t bring this up in the video but my engine was running funny. I didn’t want to continue on to an airport where there is no mechanic. I will not fly again until my mechanic looks it over.
@@rv12sg ahh, yes, good choice on high-tailing it back home 👍. Let us know what you find out about your engine, I’m very curious
Good luck with the condition inspection! I hope you're only down for a week or less...
@@idsawtooth Agreed! I think so long as I don’t need parts it should go fast. However there are a few items that need to be looked at. My left brake seems to hang and my flap position sensor is unreliable.
Good call to abort the mission Steve. Was it turbulent under those Cu's? Would love to see how a condition inspection is done.
@@alansaunders1407 Hi Alan! Actually it wasn’t really bumpy. I think as the clouds become more overcast it dampens out any thermals. Even in the rain it was fairly smooth. Just wet - the plane leaks. As for the condition I need to make sure A&P is good with it.
@@rv12sg 👍