Y'know, after dodging T-storms on the way to the show without it, I say a VFR pilot really doesn't need it. You have the Mark II eyeballs, and Flightwatch for the stuff you can't see over the horizon. Seriously. I had it, but now that I don't, I don't miss it anywhere near as much as I thought I would.
On day one of the return trip we were behind a front moving east over the mountains. We made it to HII for lunch and a nap (waiting for the clouds to lift/disperse). Then we pushed on to PRC. HOWEVER, all 3 of the VORs I used in that area had their HIWAS out and
Flightwatch was offline in the ABQ area. Might seem like slim odds, but it is exactly what happened.
A few other random observations:
-While most controllers are nice, some are jerks. On my way out west I was talking to either Louisville Approach or Evansville Center (can't recall which) and the controller asked for my "heading". Mind you, this was only for flight following, I was NOT in controlled airspace and did NOT have to be talking to anyone. So I responded with my destination airport, which I was direct towards. He came back with a snotty attitude asking, "WHAT IS YOUR HEADING?" A few thoughts:
1 - It doesn't matter what my heading is, only what my course is. After all, my heading is my course corrected for wind and magnetic variations and deviations. Looking at the map, he needs course.
2 - Looking at his cute little radar, he should already have my track, which is (hopefully) pretty doggone close to my course.
3 - I was only talking to him out of courtesy for his job. It was crystal clear VMC and I didn't need him to keep me out of trouble. I seriously considered replying to his snotty retort, "Cancel radar service, Skylane N_____ will maintain VFR and squawk 1200." I had only begun talking because I needed cleared through CVG's bravo, which I was well beyond by that point.
-My skills certainly improved in many areas, not the least of which include gusty wind landings and take-offs from high elevation fields.
-It's hard to correct your DG at night when your compass is not illuminated by the onboard red lights. When we decided to GET DOWN ASAP Sunday night there was some chop and I was plenty busy just flying the plane. Fortunately, KDMO has a beacon on the field so I turned in the direction my ADF pointed and found the field with ease. Let's hear it for obsolete navigational technology!
-Prior to this, I never ventured above 10,000' MSL. But with the excellent tailwinds up there we spent a lot of the return trip at 11,500'. Certainly burn less gas that way.
-My 182 is still the right bird for 75+% of my mission, but if I was going to be crossing the continent on a regular basis I would buy something with turbo and oxygen.
-I am very confident in my plane and my ability to handle it in any reasonable condition. Still going to remain cautious with my go/no-go decision, but if I had to fly to California again I'd do so solo without any reservations.
Taking off from the 6877' elevation field was intriguing, but this time I handled it better. Climb-out takes ages from a field that high...
