This NTSB accident report, concerning the crash of an RV-10, killing the pilot, is a cautionary story about the negative impacts of impatience.
The moral of this story - if you get impatient and start short-cutting things, it can kill you...

We went down to the hangar last night and washed and inspected the plane.
One thing to be aware of - landing and taking off in the Bahamas is hard on your prop if you fly a canard pusher. I found a number of small dings on the outboard ends of my prop. Most of them were just nicks in the painted surface, but one leading edge ding had penetrated to the composite core. I will fix that with some flox before painting over it.
While I was on the flight line at Fort Lauderdale, I wandered down to inspect Bill Allen's similar Long-EZ (N99BA) to see if my piloting technique was deficient. His prop appeared to have the same number of dings in it as mine, which suggests that either we're both doing the right thing or both doing the wrong thing...I taxiied with my speed brake extended to reduce damage from surface grit disturbance, but you can't take off with the speed brake extended, so there is a limit to how much you can protect a prop on a canard pusher. The runway surfaces in the Bahamas have a lot of lose grit (mostly small pieces of coral limestone), and this is tough stuff - if it hits your prop you can expect surface damage.
I will be applying a lot of small touch-ups to the prop this weekend...

To get back from Tallahassee FL to Lancaster TX, we flew N131JF for a new record time of 4 hours and 45 minutes on Monday. The FlightAware flight track is here.
We took off from Tallahassee with 42 gallons of fuel on board. Once at 6500 feet it became clear that we were heading into a ludicrous headwind - for a while the ground speed was barely breaking 130 knots while running 2550 rpm. After a while it rose to 139-140 knots, but at that rate of progress we were due to run out of fuel around 40 minutes out from Lancaster. I briefly descended to 4500 feet after 1 hour, but the ground speed was no better, and I was right in the middle of the scattered clouds having to dodge them, so that would have slowed us up even more, so I climbed back to 6500 feet. At that altitude, the sun was shining, it was smooth - but it was slow going.
After a couple of hours slogging along at 6500 feet, I descended to 4500 feet because I was getting cold. The outside temperature had dropped to 40 degrees from 50. At that lower altitude, the ground speed rose to 145-148 knots, which improved the fuel situation. For a while, I was weaving in and out of the clouds, then, as the cloudbase lifted over Mississippi, we ended up below the cloud base. There was more turbulence, but the ground speed increased to around 150-153 knots. That speed increase gradually improved the fuel situation, until with 2 hours to go we were actually 10 minutes ahead of fuel exhaustion. This further improved to 20 minutes with a re-calibration of remaining fuel onboard. The JP Instruments fuel flow meter is set to run slightly conservative, it shows more fuel used than actually burned. As you descend into the destination airport, you further improve your fuel situation.
We touched down at Lancaster with 2 gallons in the left tank and half a gallon (I think) in the right tank - right on safety margins. In reality, we were OK on fuel, since I remained at 4500 feet until 15 miles out from Lancaster and we were within gliding distance of 2 nearer airports with fuel (Terrell and Mesquite). We also had the fuel in the common sump (2.5 gallons), which is not counted in the onboard fuel amount.
That was the longest single flight leg I have ever flown in the Long-EZ. I could not have gone much further - my bladder was OK, but my legs were seriously stiff from confinement in the nosebox. I had to walk off the stiffness on the ground.
We parked the plane and will clean it up today (Tuesday). The plane accumulated just under 23 hours of flying time on the trip, and functioned very well, apart from a brief outage of the Navaid wing-leveller into Tampa on the out leg. That appears to be an intermittent contact issue in the wiring connector to the Navaid control unit in the panel. I shall work on that issue in the next few days.

New Bight MYCB
1. The runway at New Bight has been extended twice since the airport was originally constructed, from the West to the East each time, so the extensions are at the east (09) end of the runway. The first extension is poorly constructed, with numerous ruts and depressions. The second extension is of much better quality, better than the original main runway.
2. Like many airport runways in the Bahamas, there are no painted numbers or markings on the runway.
3. The ramp is of a reasonable size, and the off-ramp surface is hard-packed, so planes can be pushed onto the off-ramp and parked or tied down there.

Hawk's Nest MYCH
1. The runway is well-constructed, it seems to have been built from asphalt instead of the more usual island method of flowing tar and sand on top of packed coral.
2. 1500 feet at the Western end is a displaced threshold. This is of the same surface quality as the rest of the runway and can be used in emergencies or for takeoffs.
3. Despite some listings on the internet, there is no 100LL available at Hawk's Nest. The manager at at the Hawk's Nest resort office told me that they have not sold 100LL for 4 years.

Arthur's Town MYCA
1. This is a long runway, but there are no buildings on the airport at all, just the runway and the ramp. No attempt was made at a landing, so the quality of the surface could not be verified.

Cutlass Bay MYCX
1. THIS AIRPORT IS CLOSED. Ignore any comments to the contrary, including the Bahamas Piloting Guide. The main reason for the closure is that the Cat Island police placed 2 concrete blocks at the East end of the runway and a 56 gallon drum at the Western end of the runway. This happened 2 years ago. It is not currently possible to land a fixed-wing aircraft here.
2. The runway surface is in good condition, but grass is growing in cracks and at the edges of the runway.
3. The Easterly end runoff area is in poor condition, it has been torn up by the driving of heavy earth-moving equipment and trucks across it as a shortcut to the airport access road which leads to the (also-closed) Cutlass Bay Resort.
4. There is a tall sloped-roof t-hangar at the airport on the South-East corner of the runway. This is the only hangar on Cat Island. The hangar is owned by the owner of the Olivia D'Windriff estate (3 beachfront holiday homes east of Cutlass Bay).

We moved the plane to Hawks Nest Resort today from New Bight. This is because most of the group, who were staying at Fernandez Bay Resort, moved to Hawks Nest resort today. Four of us who have been staying in rented houses on the South shore of the island moved our planes at lunchtime. Of course, we felt obliged to tour the coast en route to Hawks Nest. Pictures will appear on the gallery in due course.
We pulled the plane out and went for another tour of the South of Cat Island after lunch. We were forced to endure the sight of after mile of beaches, blue-green seas and coral lagoons, yachts moored in bays, and beachfront properties.
Then we went snorkeling for the afternoon, followed by dinner back at Hawks Nest. Another shitty day in paradise.