After seeing all these videos of accident reconstructions where get-there-itis got GA pilots killed, this is a very good example of how people get suckered in to that. We all think we wouldn't do something so stupid, but in the moment the pressure is real. Great call to stick to your guns! And I hope you've explained to your wife that pressuring you to fly is one of the most dangerous things she could possibly do. There are thousands of examples to point to where that has led to catastrophe. Aviation Safety Institute has quite a few of them.
There are old pilots and there are bold pilots there are no old bold pilots! Very smart move set minimums and stick to them. Got my ppl March 1970 , that summer coming back from Connecticut to Ohio (Cuyahoga County Airport) tried to beat a massive thunder storm coming from the west, was right in the middle of the storm over the Appalachian mountains at night. A very valuable lesson was gained that day! 😎
Glad to see that you have well established & long standing personal minimums. You obviously enjoy flying your Canard and do it with good skill & sound judgement. Looking forward to your next.
Excellent example of good decision making and the reasons, personal limits. Have made such decisions and had to answer for them. I'm still here many years later.
Early on in my flying I had to leave my 172 in San Diego due to a persistent marine layer. After carefully watching the forecasts over several days I took the train from the L.A. area and STILL had to leave the airplane because the marine layer apparently doesn’t read TAF’S and it never burned off as forecast. :-). Took the train back home and on the next attempt was able to blast out of San Diego with a firm commitment to get my instrument rating. I’ve never regretted the decisions I made since I avoided being an NTSB statistic. I applaud you for standing firm and not giving in to the pressure!
First time viewer here. I thoroughly enjoyed this video start to finish. You came across my feed and I'm really glad you did. When you first mentioned Medina, it perked my ears up. I graduated down in Sullivan, Ohio in 1978. One of our h.s. reunions was in Medina. I remember it well because everyone had such a good time. I don't get down there as often as I'd like to, but Medina sure look good through the front of your windshield, as you were coming in to park that beautiful airplane. I'm too old to to learn to fly, but i can fly through people like you. My step-father worked with the FAA his whole life. I'm up here in Michigan. He worked at DTW until 1974 then we moved to Ohio. He had transferred to Cleveland Hopkins. Before we moved to Ohio, we used to go up into the (old control tower) at Detroit Metro. I immediately thought of how I'd love to have that job. Comfortable leather recliners, amazing view (no grasp of the responsibilities involved with being an atc). It was such a privilege to have that opportunity. I wish i could do it now that i know so much more. I was so fascinated with flying. Still am. We got to go out and do some repairs on the runway lights as well. We wore heavy duty headphones, and was able to look directly above us and do an in-depth study of the bottom of the jets coming seemingly a few feet from our heads. Anyway, Mansfield is a beautiful town. A few friends moved there after graduation. I was just surprised to realize that you are from there. We used to go to the bowling alley in Wellington, Ohio on Friday nights, so many great memories down there. You are obviously a very safe and well versed pilot. Maybe you could fly over my old h.s. in Sullivan one day. We were the home of the "Black River Pirates." Sorry for babbling so much, but i felt like you were a neighbor. I look forward to seeing more from you i hit like and subscribe, and rang that bell. My next comment will be maybe a paragraph (promise). Also great decision making by sticking to your set limitations. You'll live a happy full life with those skills. Safe travels!
Typical day? Hmmm, I have had more than a few in my 41 years of flying all over the U.S. and Mexico. Personal minimums, Yes! I had an excellent instructor and followed his words throughout my flying time.
Hey Scott, Frequent watcher first time commentor. I have Nat Puffers Serial #1 aircraft outfitted very, very similarly to your a/c. I have a question/concern. 15 gusting to 25 knot cross wind component which is outside the Operations Guidelines for the Cozy and then you line up on the downwind side of the runway? The reason why the cozy has such a limited takeoff cross wind capability is because it has little rudder authority and needs brakes to keep you on the runway in a heavy crosswind thereby extending the takeoff roll. Seems to me what you did is exacerbate the problem. However, I can see the thought process where aiming it towards the wind might help but as you roll, you're basically on ice skates with respect to the wind and it will scoot you off the downwind side of the runway. Therefore, you are supposed to lineup as for upwind on the runway as possible point at the downwind corner and use aileron authority and rudder without brakes if possible and then let the wind weathervane you to the upwind side of the runway. Also, It is recommended to use an extra 5 knots before rotating, and kind of, for lack of a better word, "pop" it off the runway.
Hi Randy! The METAR was 15G25, but on the ground I was not seeing any gusts - there was a steady 15 KT crosswind, which is the limit for the Cozy. On that takeoff I did add speed before rotating - I was light (half fuel, by myself, no baggage) and I had 6,000 feet of runway, so I was able to use light intermittent braking to maintain direction. However...you're absolutely correct in terms of what the POH says. I had read (and been told by others) that starting at the downwind side, pointing to the upwind side was correct - it reduces the crosswind component slightly, and allows for the wind to blow you in a large curve back towards the downwind side. But re-reading the POH, it definitely does recommend to start on the upwind side. All that said...any time I have had a crosswind on takeoff, I am definitely being blown towards the downwind side, and I will apply upwind brake to compensate. So what they are suggesting seems counter-intuitive - perhaps they're saying to start on the upwind side due to weathervaning force on the vertical stabilizers at low speeds?
@@CanardBoulevard I think it's a horse a piece. Aiming upwind as much as possible probably works just as well which I think you've proven, but I think if the wind was stronger you would actually have more probability of being blown off the runway by starting on the downwind side. Starting on the upwind side just gives you the width of the runway to be blown over. It's all energy management. I think you're right though, although I'm not sure and this might be a question for Marc Z, but weathervaning by the wind blowing on the vertical stabilizers gets you wind correction without adding rudder or brake.
Hey there. I liked your video. It turns out that I lived near Barrie Ontario my whole childhood and then almost directly in Barrie just minutes from the airport. You almost certainly flew right over my house on departure. Before I move to Florida, that’s where I was living. And strangely enough, I have a business in West Virginia, not far from where you live at the tip of West Virginia. I was probably pretty close when I came to Cleveland for viewing the eclipse. Anyway, just a funny coincidence and once again, let you know that I enjoyed your video. I like seeing your trips and you talking about flying. For someone who doesn’t have the time or resources to fly myself at least at this time actually make me feel like I know what it would be like to have my own plane. So I really appreciate being able to look over your shoulder and hear what you’re doing and have that experience because I may never get it otherwise and I sincerely appreciate it. I look forward to your future videos.
Thank you so much, people like you are EXACTLY why I make these videos. I know there are many people who love flying but for medical, financial or other reasons it's not a possibility for them, and they can get a taste of this lifestyle through my videos. Thanks for being my copilot! :)
It seems your met bureau needs better prediction software. On your way there I was thinking how cool to be able to fly to a relative’s wedding. Stick at the motel on the way back with mounting pressures, I wasn’t so sure any more. ;-) It’s so easy to feel personal pressure when loved ones are inconvenienced. Having a clear set of nogo boundaries is critical. Good example.
It has been 50 plus years since I flew into Barrie, aka Lake Simcoe Regional Airport. Back in those days the airport was a grass strip. Thanks for posting the video. Good choice to stay on the ground, a bit costly, but you can tell the story!
@@CanardBoulevard I think that will be good for the region. Back in those days I was building hours and flying the police around issuing speeding tickets. One day we put a CB radio in the plane and had some fun with drivers on the road. Weather near the great lakes is unpredictable, lake effect weather can bite you in the behind. Fly safe friend.
Smart that you stuck to your guns and lived to see another few days that could’ve been cut short by a foolish decision. Hopefully your wife understands too. Gambling in an airplane isn’t recommended.👍👍🇨🇦
I have an instrument rating. The ceiling was below minimums if I had to get back into that airport for any reason, the nearest airport with lower minimums was 50 miles away, there were embedded thunderstorms in clouds with tops at 10,000+ feet, and the crosswind at the airport exceeded my airplane's demonstrated crosswind component by 5 knots. So...even IFR it would have been stupid to fly.
I'm not a pilot or aspiring to become one although I'd be more than happy to fly you around if you'll come pick me up... lol, the one thing that I see as perhaps one of the greatest problems is people not adhering to common sense when it comes to the weather. I know you check the weather & have a limit which you showed here but some pilots I've seen do not get updates before taking off opting to rely on this mornings weather chart? I'd want to know the up to date weather on both ends of my flight & kudos to you for electing to stay an extra night, then to drive home & back to get it home safely. I think a fair number of mishaps occur b/c of a failure to check the updated weather for their trip? Thanks for sharing this. peace
Many people have lost their lives by not bothering to check the weather before departing. With the technology we have today, there is just no excuse - we can even check it inflight to watch how things are changing, watch how rain is moving, and more.
Yes Sir, that's a fact & as I watch these young pilots I'm not hearing them talk about the weather or not what the report said this morning & then what it said 30 minutes prior to departure. It's almost like they are overconfident that they no problems will arise? Like I said, I'm not a pilot but I understand how extremely important it is to have the latest weather forecast. Does your little bird have screens in the dash for weather as well? Gorgeous plane you've got & I'll be LQQKin' in at you as you post up. Thank you for your time..... peace & GB ALL
I'm only guessing here but the costs involved to have all that in the dash is higher than many can afford but they certainly ought to have a basic I-PAD w/ a 10-12 inch screen? Even I have one of them & I don't fly all that often. I do know in a fair number of the accidents I see weather is a factor so I was impressed when you laid over once, then made further arrangements including all that driving to not risk the weather. That is where some guys would have folded, taking the gamble. I hope to see some more videos in the future, weather permitting? Goodnight from Texas, Sir. Diggy
@@diggy-d8w A decent avionics suite in the instrument panel can easily run to $20K or $30K. And yes, you can use an iPad with a specialized receiver to do pretty much the same thing.
Yes a school buddies plane caught a wire near Lethbridge ... buddie survived pilot didnt ... sad after 2 and half years plus got his life back after many ops lol Wire are a real problem in Ag Air sector ... ... 😮
I am a commercial, multi-engine, instrument-rated pilot. But when the ceiling is below the minimums for the approach to get back into that airport (and the nearest alternate airport with an approach is 50 miles away), with tops at over 10,000 feet and embedded thunderstorms, and a 90 degree 20G30 crosswind with an airplane that has a demonstrated 15 kt crosswind limit, it doesn't matter if I'm instrument rated or not. I would have been an idiot to fly in that weather. Which is why I stayed on the ground.
Smart decision to keep it parked under weather. Results-You get to keep doing your own videos, OTHERWISE youtubers blancolirio and Pilot Debrief will do them for you
You flew up with your wife but flew back solo. What did you do about ballast? How much do you need, did you carry it up in the back seat or bring it with you in the rental car?
Very good question. I actually had the ballast (25 lbs) in the nose for both legs. My wife prefers to ride in back (she says there is more room to stretch out) so I still carry ballast when she's with me in order to stay within the CG envelope. Only time I remove it is when I have someone up front with me.
If you look at the plane from above, the main wings (where the tiedowns are) are at the back, where on a conventional plane, the main wings are at the front. So if you want to tie it down on a standard tiedown spot, you need to park it backwards, so that the wings are over top of the tiedown anchors.
Great job managing Get-Home-Syndrome. Thats where planes and pilots meet bad outcomes. Knowing you flew in order to avoid driving the same route to save oodles of time, yet ended up flying AND driving the route and costing you exponential time and inconvenience is just part of the cost of doing business with smaller experimental aircraft. You weigh the benefits not on any one flight but the totality of ownership and thats where you always come out ahead. Being late and inconvenienced is better than being dead.
I am a CANPASS member, which means you file ahead of time, if you aren't met by customs when you land, you're clear to leave. I did a video on the entire process: th-cam.com/video/WCFmOzq5Wok/w-d-xo.html
Love your videos, built and flew a long starting in late 80s. in that wx and backward parking many times. I had a chuckle when you mentioned how bumpy it was going into home airport, you want bumps try flying out west in summer. New Mexico, Tx pan handle Nevada . level 10 on richter scale. Very memorable..Student pilots c150s 9 out of 10 probably quit after soloing out there.
For your radio calls why use 'experimental' when 'cozy canard' ? At least some pilots would know what to look for rather than 'experimental' which give NO information for identification other than you're an airplane.
I have it...just not current. I would not have filed and flown this anyway. 300 foot ceilings (approach minimums at that airport are 425), 20G30 crosswinds and embedded thunderstorms. Even IFR, those are beyond my personal minimums.
There have been a couple of one-off prototypes, but nothing that made it to production. Fast takeoff and landing speeds don't really mix with amphibians.
I am IFR certified and have been flying for 30 years (commercial, multiengine), but a) ceilings at the departure airport were lower than approach minimums, so if something went wrong - you're screwed getting back in, and there's no other nearby airports as an option, and b) direct crosswind on the departure airport exceeded the crosswind capability of my airplane. Either one of those is a no go, IFR or not.
Good decision-making. I always tell myself "The worst part of weather accidents is the sunny blue skies for the funerals."
Good decision, both you and the Mrs are safe and alive, inconvenience is of no consequence.
After seeing all these videos of accident reconstructions where get-there-itis got GA pilots killed, this is a very good example of how people get suckered in to that. We all think we wouldn't do something so stupid, but in the moment the pressure is real. Great call to stick to your guns! And I hope you've explained to your wife that pressuring you to fly is one of the most dangerous things she could possibly do. There are thousands of examples to point to where that has led to catastrophe. Aviation Safety Institute has quite a few of them.
Better to be on the ground wishing you still had a wife, rather than in the IMC wishing you didn't. ;-)
There are old pilots and there are bold pilots there are no old bold pilots!
Very smart move set minimums and stick to them.
Got my ppl March 1970 , that summer coming back from Connecticut to Ohio (Cuyahoga County Airport) tried to beat a massive thunder storm coming from the west, was right in the middle of the storm over the Appalachian mountains at night.
A very valuable lesson was gained that day! 😎
Glad to see that you have well established & long standing personal minimums. You obviously enjoy flying your Canard and do it with good skill & sound judgement. Looking forward to your next.
Having those minimums decided when you're not under pressure makes the decision easier when you are - because the decision is already made.
You may have just saved some lives by showing how a RESPONSIBLE pilot handles the unexpected. Thank you
Excellent example of good decision making and the reasons, personal limits. Have made such decisions and had to answer for them. I'm still here many years later.
Early on in my flying I had to leave my 172 in San Diego due to a persistent marine layer. After carefully watching the forecasts over several days I took the train from the L.A. area and STILL had to leave the airplane because the marine layer apparently doesn’t read TAF’S and it never burned off as forecast. :-). Took the train back home and on the next attempt was able to blast out of San Diego with a firm commitment to get my instrument rating. I’ve never regretted the decisions I made since I avoided being an NTSB statistic. I applaud you for standing firm and not giving in to the pressure!
First time viewer here. I thoroughly enjoyed this video start to finish. You came across my feed and I'm really glad you did. When you first mentioned Medina, it perked my ears up. I graduated down in Sullivan, Ohio in 1978. One of our h.s. reunions was in Medina. I remember it well because everyone had such a good time. I don't get down there as often as I'd like to, but Medina sure look good through the front of your windshield, as you were coming in to park that beautiful airplane. I'm too old to to learn to fly, but i can fly through people like you. My step-father worked with the FAA his whole life. I'm up here in Michigan. He worked at DTW until 1974 then we moved to Ohio. He had transferred to Cleveland Hopkins. Before we moved to Ohio, we used to go up into the (old control tower) at Detroit Metro. I immediately thought of how I'd love to have that job. Comfortable leather recliners, amazing view (no grasp of the responsibilities involved with being an atc). It was such a privilege to have that opportunity. I wish i could do it now that i know so much more. I was so fascinated with flying. Still am. We got to go out and do some repairs on the runway lights as well. We wore heavy duty headphones, and was able to look directly above us and do an in-depth study of the bottom of the jets coming seemingly a few feet from our heads. Anyway, Mansfield is a beautiful town. A few friends moved there after graduation. I was just surprised to realize that you are from there. We used to go to the bowling alley in Wellington, Ohio on Friday nights, so many great memories down there. You are obviously a very safe and well versed pilot. Maybe you could fly over my old h.s. in Sullivan one day. We were the home of the "Black River Pirates." Sorry for babbling so much, but i felt like you were a neighbor. I look forward to seeing more from you i hit like and subscribe, and rang that bell. My next comment will be maybe a paragraph (promise). Also great decision making by sticking to your set limitations. You'll live a happy full life with those skills. Safe travels!
Typical day? Hmmm, I have had more than a few in my 41 years of flying all over the U.S. and Mexico. Personal minimums, Yes! I had an excellent instructor and followed his words throughout my flying time.
If you have plenty of time... take the plane, if you're pressed for time, take the car. I was stuck for 4 days once.
Hey Scott, Frequent watcher first time commentor. I have Nat Puffers Serial #1 aircraft outfitted very, very similarly to your a/c. I have a question/concern. 15 gusting to 25 knot cross wind component which is outside the Operations Guidelines for the Cozy and then you line up on the downwind side of the runway? The reason why the cozy has such a limited takeoff cross wind capability is because it has little rudder authority and needs brakes to keep you on the runway in a heavy crosswind thereby extending the takeoff roll. Seems to me what you did is exacerbate the problem. However, I can see the thought process where aiming it towards the wind might help but as you roll, you're basically on ice skates with respect to the wind and it will scoot you off the downwind side of the runway. Therefore, you are supposed to lineup as for upwind on the runway as possible point at the downwind corner and use aileron authority and rudder without brakes if possible and then let the wind weathervane you to the upwind side of the runway. Also, It is recommended to use an extra 5 knots before rotating, and kind of, for lack of a better word, "pop" it off the runway.
Hi Randy! The METAR was 15G25, but on the ground I was not seeing any gusts - there was a steady 15 KT crosswind, which is the limit for the Cozy. On that takeoff I did add speed before rotating - I was light (half fuel, by myself, no baggage) and I had 6,000 feet of runway, so I was able to use light intermittent braking to maintain direction.
However...you're absolutely correct in terms of what the POH says. I had read (and been told by others) that starting at the downwind side, pointing to the upwind side was correct - it reduces the crosswind component slightly, and allows for the wind to blow you in a large curve back towards the downwind side. But re-reading the POH, it definitely does recommend to start on the upwind side.
All that said...any time I have had a crosswind on takeoff, I am definitely being blown towards the downwind side, and I will apply upwind brake to compensate. So what they are suggesting seems counter-intuitive - perhaps they're saying to start on the upwind side due to weathervaning force on the vertical stabilizers at low speeds?
@@CanardBoulevard I think it's a horse a piece. Aiming upwind as much as possible probably works just as well which I think you've proven, but I think if the wind was stronger you would actually have more probability of being blown off the runway by starting on the downwind side. Starting on the upwind side just gives you the width of the runway to be blown over. It's all energy management. I think you're right though, although I'm not sure and this might be a question for Marc Z, but weathervaning by the wind blowing on the vertical stabilizers gets you wind correction without adding rudder or brake.
Words of wisdom from my Father when flying GA. "If you have time to spare... go by air."
Title is _exaggerated:_ weather is not *very* wrong.... *Weather is just... well... Weather.* Still a great video report...
Excellent decision making and great use of your airplane. I really enjoyed your video too.
That 7.5 hour trip started looking better and better.
Glad to see no more problems with over heating
Yup, the advanced timing was the key!
Good judgement, and good calls!
Great lesson on how do it !!!!
Flying is a great adventure.
Hey there. I liked your video. It turns out that I lived near Barrie Ontario my whole childhood and then almost directly in Barrie just minutes from the airport. You almost certainly flew right over my house on departure. Before I move to Florida, that’s where I was living. And strangely enough, I have a business in West Virginia, not far from where you live at the tip of West Virginia. I was probably pretty close when I came to Cleveland for viewing the eclipse.
Anyway, just a funny coincidence and once again, let you know that I enjoyed your video. I like seeing your trips and you talking about flying. For someone who doesn’t have the time or resources to fly myself at least at this time actually make me feel like I know what it would be like to have my own plane. So I really appreciate being able to look over your shoulder and hear what you’re doing and have that experience because I may never get it otherwise and I sincerely appreciate it. I look forward to your future videos.
Thank you so much, people like you are EXACTLY why I make these videos. I know there are many people who love flying but for medical, financial or other reasons it's not a possibility for them, and they can get a taste of this lifestyle through my videos. Thanks for being my copilot! :)
It seems your met bureau needs better prediction software.
On your way there I was thinking how cool to be able to fly to a relative’s wedding. Stick at the motel on the way back with mounting pressures, I wasn’t so sure any more. ;-)
It’s so easy to feel personal pressure when loved ones are inconvenienced.
Having a clear set of nogo boundaries is critical. Good example.
Nice job!!
It has been 50 plus years since I flew into Barrie, aka Lake Simcoe Regional Airport. Back in those days the airport was a grass strip. Thanks for posting the video. Good choice to stay on the ground, a bit costly, but you can tell the story!
They told me they are planning to lengthen the runway and start some regional jet service in there!
@@CanardBoulevard I think that will be good for the region. Back in those days I was building hours and flying the police around issuing speeding tickets. One day we put a CB radio in the plane and had some fun with drivers on the road. Weather near the great lakes is unpredictable, lake effect weather can bite you in the behind. Fly safe friend.
You’re not a real pilot till you drive home. Good job.
Enjoyed your content. I live in Medina and have seen you fly over my home a number of times. Small world. Chuck
I'm told that my airplane sounds very different to most planes. :)
The weather is like a pretty girl...sometimes unpredictable...glad it did not end in a JFK manner....mother nature is unforgiving
Well played!
I thought the opening picture was paused, moments before disaster.
Very good video and excellent example of good decision-making (-: Hope you get the audio issues squared away soon.
Smart that you stuck to your guns and lived to see another few days that could’ve been cut short by a foolish decision. Hopefully your wife understands too. Gambling in an airplane isn’t recommended.👍👍🇨🇦
I figured a nice plane like that would be IFR capable. But good for you for sticking to your min's.
It is, but the weather was way below what I would fly in, even IFR.
That is such a huge runway a bush plane could probably take-off across the width.
Having an instrument rating makes flying a high performance aircraft cross country easier.
I have an instrument rating. The ceiling was below minimums if I had to get back into that airport for any reason, the nearest airport with lower minimums was 50 miles away, there were embedded thunderstorms in clouds with tops at 10,000+ feet, and the crosswind at the airport exceeded my airplane's demonstrated crosswind component by 5 knots. So...even IFR it would have been stupid to fly.
@@CanardBoulevard Good
Perfect decision making.
I always say, better safe than sorry. :)
I'm not a pilot or aspiring to become one although I'd be more than happy to fly you around if you'll come pick me up... lol, the
one thing that I see as perhaps one of the greatest problems is people not adhering to common sense when it comes to the
weather. I know you check the weather & have a limit which you showed here but some pilots I've seen do not get updates
before taking off opting to rely on this mornings weather chart? I'd want to know the up to date weather on both ends of
my flight & kudos to you for electing to stay an extra night, then to drive home & back to get it home safely. I think a fair
number of mishaps occur b/c of a failure to check the updated weather for their trip? Thanks for sharing this. peace
Many people have lost their lives by not bothering to check the weather before departing. With the technology we have today, there is just no excuse - we can even check it inflight to watch how things are changing, watch how rain is moving, and more.
Yes Sir, that's a fact & as I watch these young pilots I'm not hearing them talk about the weather or not what the report
said this morning & then what it said 30 minutes prior to departure. It's almost like they are overconfident that they no
problems will arise? Like I said, I'm not a pilot but I understand how extremely important it is to have the latest weather
forecast. Does your little bird have screens in the dash for weather as well? Gorgeous plane you've got & I'll be LQQKin'
in at you as you post up. Thank you for your time..... peace & GB ALL
@@diggy-d8w Yes, I have full NEXRAD radar and all the FIS-B goodness that gives me nationwide weather in-flight.
I'm only guessing here but the costs involved to have all that in the dash is higher than many can afford but
they certainly ought to have a basic I-PAD w/ a 10-12 inch screen? Even I have one of them & I don't fly all
that often. I do know in a fair number of the accidents I see weather is a factor so I was impressed when
you laid over once, then made further arrangements including all that driving to not risk the weather. That
is where some guys would have folded, taking the gamble. I hope to see some more videos in the future,
weather permitting? Goodnight from Texas, Sir. Diggy
@@diggy-d8w A decent avionics suite in the instrument panel can easily run to $20K or $30K. And yes, you can use an iPad with a specialized receiver to do pretty much the same thing.
Yes a school buddies plane caught a wire near Lethbridge ... buddie survived pilot didnt ... sad after 2 and half years plus got his life back after many ops lol
Wire are a real problem in Ag Air sector ... ...
😮
They scare me, you rarely see them unless you are looking for them, and then only when you're close.
If you have time to spare go by air, and then you had to drive anyway. What did the forecast say when you left"
It wasn't perfect, but it was definitely good enough that I did the flight. Things definitely changed for the worse.
There may be no old bold pilots, but there ARE instrument rated pilots.
I am a commercial, multi-engine, instrument-rated pilot. But when the ceiling is below the minimums for the approach to get back into that airport (and the nearest alternate airport with an approach is 50 miles away), with tops at over 10,000 feet and embedded thunderstorms, and a 90 degree 20G30 crosswind with an airplane that has a demonstrated 15 kt crosswind limit, it doesn't matter if I'm instrument rated or not. I would have been an idiot to fly in that weather. Which is why I stayed on the ground.
Good choice!
I would have avoided Toronto, nothing to see there but a cement jungle athe ,,center of the universe,,
I don't want to drive there, but I'm happy to fly over!
Smart decision to keep it parked under weather. Results-You get to keep doing your own videos, OTHERWISE youtubers
blancolirio and Pilot Debrief will do them for you
Sounds like you need to find a new weather forecasting service.
It's not like there is an alternative!
You flew up with your wife but flew back solo. What did you do about ballast? How much do you need, did you carry it up in the back seat or bring it with you in the rental car?
Very good question. I actually had the ballast (25 lbs) in the nose for both legs. My wife prefers to ride in back (she says there is more room to stretch out) so I still carry ballast when she's with me in order to stay within the CG envelope. Only time I remove it is when I have someone up front with me.
Great video! What’s the reason for parking backwards?
If you look at the plane from above, the main wings (where the tiedowns are) are at the back, where on a conventional plane, the main wings are at the front. So if you want to tie it down on a standard tiedown spot, you need to park it backwards, so that the wings are over top of the tiedown anchors.
👍👍
That was done rough air
Great job managing Get-Home-Syndrome. Thats where planes and pilots meet bad outcomes. Knowing you flew in order to avoid driving the same route to save oodles of time, yet ended up flying AND driving the route and costing you exponential time and inconvenience is just part of the cost of doing business with smaller experimental aircraft. You weigh the benefits not on any one flight but the totality of ownership and thats where you always come out ahead. Being late and inconvenienced is better than being dead.
Yes, you have to make that consideration every time. Never get yourself into a spot where your ONLY option is to fly through potentially bad weather.
audio is ok
How did you handle customs? Didn’t look like you dealt with them at CYLS.
I am a CANPASS member, which means you file ahead of time, if you aren't met by customs when you land, you're clear to leave. I did a video on the entire process: th-cam.com/video/WCFmOzq5Wok/w-d-xo.html
@@CanardBoulevard thank you. Great job on the videos!
Love your videos, built and flew a long starting in late 80s. in that wx and backward parking many times. I had a chuckle when you mentioned how bumpy it was going into home airport, you want bumps try flying out west in summer. New
Mexico, Tx pan handle Nevada . level 10 on richter scale. Very memorable..Student pilots c150s 9 out of 10 probably quit after soloing out there.
This camera is stabilized...it hides just how bumpy it actually is! But for sure I have flown worse!
For your radio calls why use 'experimental' when 'cozy canard' ? At least some pilots would know what to look for rather than 'experimental' which give NO information for identification other than you're an airplane.
I will generally say "experimental cozy" on my calls.
I would say things went very right
If you go for IFR rating take us with you on the journey!
I have it...just not current. I would not have filed and flown this anyway. 300 foot ceilings (approach minimums at that airport are 425), 20G30 crosswinds and embedded thunderstorms. Even IFR, those are beyond my personal minimums.
Blabla blabla…everything is good to Make a movie and hope the buzz☹️
This doesn't make a great case for flying to save time. Lol.
Do you know if there’s an amphibious canard?
Canards can't practicably have flaps and aren't really slow flight machines so no, I can't think of one amphibious canard.
There have been a couple of one-off prototypes, but nothing that made it to production. Fast takeoff and landing speeds don't really mix with amphibians.
First world problems.
think ill sell my variez, N-8WA
Need that IFR rating but most important, experience. Simple IFR flight home.
I am IFR certified and have been flying for 30 years (commercial, multiengine), but a) ceilings at the departure airport were lower than approach minimums, so if something went wrong - you're screwed getting back in, and there's no other nearby airports as an option, and b) direct crosswind on the departure airport exceeded the crosswind capability of my airplane. Either one of those is a no go, IFR or not.