April 2019 - Sun n Fun, or "The Best Laid Plans...etc"

Lemme see now .. I'll be gone for maybe 5 days. Aside from the usual basics (things to wear, toiletries, enough cash to get by and a half roll of toilet paper [you never know]), there are the accouterments of modern life: flight bag with handheld radio, charging cables, spare battery and booster battery, iPad Mini with current charts, paper charts of a certain vintage (they haven't moved Lakeland lately), more battery packs for reserve juice, more charging cables, 110v plug adapters, iPhone for backup of the iPad with current charts, SPOT flight tracking gizmo, more spare batteries, more charging stuff (why don't they make all these charging cables one kind?), etc etc etc. When the weight of all the stuff is added up it doesn't really amount to much but it does take up some room, which is in short supply in the CallAir Cadet.

The route down was pretty simple: point South and go. Lakeland lies 179 degrees from Hendersonville which means, were I to fly high enough off the ground to use the hemispheric rule, my midair collision would occur at a relative angle of less than 180 degrees. A nod to Richard Bach for that observation. The shot of my route as actually flown is on the left, above. I had a choice: play with Shaw AFB's F-16s down to 500AGL or take a bypass to the west. I decided to skip that particular midair collision and took the western route.

The day was getting to be a bit long after taking a couple of weather delays enroute so I stopped at one of my several former cities of residence, Ocala FL. The FBO there is really nice and they were able to get me a hotel room at a great rate at the last minute. Rewarded with a steak dinner and a good night's rest I was off at first light to beat the rush into Lakeland. Sandwiched between two Stinsons on the Lake Parker arrival, I felt right at home.

Once at Lakeland and tied down in possibly the most remote spot among the Antique and Classic Airplane crowd, I hopped over to a well-kept secret: the 9/27 Club tent. A full breakfast awaited and the nicest crowd of people you'd want to meet, among them Captain John, my son. The 9/27 is a great option if you're tired of slogging around among the vendors or airplanes all day, in the sun and with every fried food imaginable. Give me comforts with my fly-ins, thank you. It's worth every cent of the premium to be able to sit down in conditioned air on a soft seat with good food, concierge service and a chilled glass at your elbow. The airshow jets aren't quite as loud, either. We watched the air shows outside in shade and, again, with great service until the loud stuff showed off their loudness. I sent the CEO a snapshot and She observed that not only did we have a tent with chandeliers, we had tablecloths, too.

Three days at Sun n Fun was all the Sun and Fun we needed. Son John escorted me to the CallAir Cadet (which had been moved in front of the Antique and Classic registration building on Day 2) and gave the prop a spin before he had to leave for home and laundry in preparation for his return to his jet job.

Then came the trip home. 

My first leg was back to Ocala for fuel and breakfast at their popular restaurant in the terminal building, then to Waycross GA. The folks at KAYS laid out a table full of barbecue and fixings for the pilots heading home. There were maybe 20 of us on the patio, all looking at a blob of weather that was drifting across the northerly flight paths, and more blobs in trail. Some of us went east of it (they probably made it home that day); some of us followed traditional thinking and went west, behind the first blob, and ran into  deteriorating conditions: Broken, then layered, then solid cloud all the way to the ground. 

My first escape was McRae GA where I found a Cub and its young pilot nosed up to the self-service pump.

 Don't let the picture fool you. The straight line wasn't straight between Waycross and McRae - there were numerous diversions as clouds opened and closed. Take a look at the picture on the right .. after the next leg to Dublin we were less than 40 miles to VFR .. so near and yet so far.

Nobody else around but a deputy Sheriff who was probably wondering what the heck anybody would be doing flying in weather like that. Young Pilot turned out to be a great guy named Michael - on his way home in a Cub that had been owned by his grandfather and his father. We took turns looking up and out and knitting our brows before the weather teased us into flying another leg that ended in Dublin GA, where we found a brand new FBO building, nice people, coffee, a courtesy car and a couple of training rooms with couches that suited us just fine for an overnight stay. 

Not long after we arrived, one of those airport memorable moments: A young family came into the terminal with their little boy who was excited to have seen airplanes flying over. Michael took them out to the ramp to show them his plane and I marveled that this kid's first exposure to airplanes was to a Piper Cub. Not only that, it happened that my first airplane ride that I can remember took place at this very airport, many, many years ago. Michael is 21, working toward his A&P license, and a terrific ambassador for our community. We need to bring along more like him.

 The next morning dawned with more cloud cover all the way to the ground. The ASOS called it a 500 foot ceiling, but Michael ventured that a bug must be sitting on the transmissiometer. Eventually the bug flew off and we had a pretty nice scattered to broken clouds kind of a day. The overall track home was a little ziggety-zaggety with all the weather avoidance, but still pretty close to the straight-line route.

The next morning, Michael and I availed ourselves of the airport courtesy car to catch breakfast and pick up a dozen donuts for anyone who might wander in for a flying lesson with Jeff, the flight instructor who arrived early. Michael in his Cub and I in the Cadet left Dublin within minutes of each other, he on his way north and me on my way northeast to an insurance fuel stop at Anderson SC and then home. Once at my home field I was elated to have flown the trip and very glad to be on the ground. Flight time for the trip down was 5.6 hours; for the trip home was 6.2 hours. Not bad at all.

Give me a few days to mow the lawn, attend to that pesky plumbing problem and wind down a little and I'll be ready to go again.

March 2019: Carpe Diem! or Catch as Catch Can!

Blessed as we are in the Southern Appalachians, March can get a little spotty when it comes to flying weather. If the runway is soaking wet, it has rained buckets for days; if the runway is dry it is about to rain buckets for days. Throw in some wind and that sizes up March pretty well.

Having spent many days looking out the window for a patch of blue, it came to pass that Thursday was dry enough and calm enough to hop across the ridge to Spartanburg SC in the company of other intrepid aviators for a bite to eat and a splash of less costly South Carolina AVGAS.

Let's see, there's the rather hungry fellow on the left, busy chewing, then there's Steve (Subaru powered RV) and his nephew, Emmett, then hangar partner Mark (RV-8) and Owen (RV-10). John (Lancair 235) took the picture. I am flying the lone factory built airplane among all these builders and they let me sit at the same table. What an honor.

Any excuse will suffice. Let's go Flying!

February 2019 - A Warm Spell Means the Patterns Are Full

What a beautiful weekend - the first one in February was incredible ... temps in the 50s and clear skies. The chatter was all about flying!

This picture was titled "On Nancy's Wing"

Photo by Debbie Bolser

I really like that picture - Friends Jerry and Nancy are real aviation people and a wonderful couple.

Jerry's view of Nancy!

From a video by Dave Bolser

...and Gary and Antony on approach to 0A7

Leo was up on Saturday, too, enjoying some together time with his  Corby Starlet ... Mark flew his RV-8 with a youngster ... 

To be fair and honest, or fairly honest, this pic of the CallAir was taken last July 4th by Darwin and Mark, but in the news media it's ok because it's a "representative picture". Ahem.

Gene and I took the valley tour in the CallAir Cadet ... Michael and Darwin flew Michael's 150, then Darwin launched his RV ... Simon flew to Pickens County for fuel ... all in all a great day. After the rain, snow and cold, the chains were loosed!

Friend YogiBear cranked up his Boredom Fighter to add to his rapidly mounting hour total for 2019. Yogi met me at Marion NC to inspect the CallAir before I bought it in 2012. The Fighter was designed by Donald Wolf and first flew in 1979. Here's a link to Yogi's YouTube channel:

https://www.youtube.com/watch?v=djcwkZYEIFM

On a beautiful day in February there is nothing half so much worth doing as messing around with airplanes.

January 2019 - And All Is New Again

So here we are ... a new year and a chance to look afresh at all things worldly and aeronautical. Aero. Nautical. It's no coincidence that seagoing and airgoing were seen as similar voyages from the beginning of our forays into the ether. 

Just as seaworthy boats have long been reliably considered safe as long as there was nothing else around but navigable water, airworthy airplanes are similarly safe as long as they don't run out of avigable air. It comes down to how the human behind the stick, wheel, yoke or tiller makes the boat/airplane go.

Showing off is pretty rare these days, but it happens

An early discovery as a younger teenager hanging around the Silver Springs Air Park was the revelation - Shock and Surprise! - that some pilots exaggerate when telling stories.  A few helped me calibrate my BS meter so I recognize the onset pretty early.

One of the plaques in my collection of pilotly admonitions says something to the effect that I should try to use my superior judgement to avoid having to use my superior skills.

Last week I was listening to a new-ish pilot talking to a group about a cross country flight with its attendant thrills and had to use my superior judgement to keep from asking why he had boxed himself into one or two of the corners he found himself in. A private conversation will take place soon. He's no showoff, just new at it, and a pretty smart fellow. I think we can communicate.


Meanwhile, the CallAir is getting a new access panel for the control cables and an early annual to boot - I decided to align the cycle with the winter months to keep from interrupting the spring fly-ins with downtime.


Snow and freezing rain are on tap for the weekend just begun. There's no flying to be done. I'm toasty and comfy in my barn hideaway, snuggling up with a good dog and a glass of Oh Be Joyful. 

The Day the Snow Came Down

 Don't ask me why. I don't understand.

12-14 inches of snow in 36 hours is enough.

The picture was taken 5 days afterward and even today, a week after, the runway is still covered. 

I don't ski. My airplane doesn't ski. In weather like this we also don't fly because we can't takeoff or land.

People in Wisconsin are prepared for this sort of thing. We aren't.

Spring will come. It always does. Granny said so.

The Day the Rains Came Down

We're famous around here for changeable weather. The mountains, they say, make their own and we take what the mountains give us. In the case of 8NC9, Johnson Field, the home of the Western North Carolina Air Museum, the mountains and their friends, the beavers, endow us with enough rain at times to make for a perfect venue for seaplanes. Here are some pictures from last month's showers:

  

Looking northwest at runway 32. The beavers, cute little buggers that they are, build dams along the natural drainage creeks and cause havoc for airport people.

More pics:

Fortunately, the mountains also protect us - these were pictures of the aftermath of unusual rains courtesy of Hurricane Michael that devastated the panhandle of Florida and raised havoc all the way to New England. The floods recede and eventually everything gets back to normal.

Time and tide eventually win the day and we are back in business. The field stays a bit soggy in places for about four days after one of these downpours but at that point the crown of the runway is dry enough for a little soft field practice.

Here it is, November, and the weather has been absolutely perfect for flying all this first week ... which, of course changes tomorrow. Warm gives way to cold, calm gives way to wind, fall gives way toward winter - though we've been very fortunate so far to have had a gentle introduction. 

The CallAir Cadet is flying beautifully and graced me with one of those "are we down yet?" landings. Can it get any better?

Why I Love Little Airports

There's no doubt, I am a little airport kind of guy. My first boss out of the Navy once asked me where I wanted to be a few years hence and I told him I'd like to be in a chair at a little airport with a grass runway, watching little airplanes takeoff and land. He thought I was nuts.

 

A few years back here in the NC mountains, we had a little get together for Cubs and classic airplanes. The weather didn't cooperate but we went ahead and had a great time anyway.

Click on the pics to make them bigger ... these past couple of weeks we've had some great local fly-ins in the nearby flatlands. Laney's barbecue and fixins - always a big hit - and the Miller residential AirPark fly-in are both popular.

 

From way down South in Florida, Connell's Wahoo Ranch and Dr. Pete's "Back Achers" (he's a retired chiropractor) haul in the traffic from all over Central Florida.

 

It's as American as you can get. This picture is from the Antique Airplane Club of Greater New York  collection of pictures on Facebook.

So who's nuts? Pull up a chair.

 

September Hurricanes, Tailwheel Follies, Looks Back, Looks Ahead

Just when we thought we'd escaped hurricane season ...

Florence bore down on the coastal Carolinas and taught us Mother Nature can be ... instructive ... As in, who's Boss.

Naturally, being fond of machines that harness moving air to generate lift, I was concerned for people and airplanes that lived in the path of this storm. It was a Category 4 hurricane, no trifling late summer breeze. Once ashore and westbound along North Carolina, *poof* it was just breezy rain. Our mountains did their job.

Fun stuff ... working to re-do some of the tailwheel steering and rudder/brake pedal components on the CallAir. Nothing really serious, just detail work that takes friends from across the country to help with photos and advice. 

Our local airfield at the Western North Carolina Air Museum will be out of service for a few days until the accumulated rain water has a chance to drain away, giving me time to assess the work that needs to be done and arrange for someone to do it.

I've learned a lot about restoring a one-of-a-kind airplane.

Today is battle of Britain Day. September 15, 1940:

Prime Minister: "All up?"
Dowding:  "All up, sir."
Prime Minister: "Reserves?" 
Dowding:  "None, sir."

Their finest hour.

When August Comes

The view up Runway 32 at Johnson Field (8NC9)

Not much happening today, which is a pretty  good excuse for doing the things we do well around here, namely sit in the rocking chairs and talk about everything under the sun, including airplanes. Spontaneous lethargy should be a college major Down South.

Mark was a yankee but he went to NC State so that makes him OK. We've bemoaned the lighting in our hangar for some time (not that we're there at night but those hours in the chairs have to produce something to discuss). Last week we took the bull by the horns and finished installing the LED overhead lights ... the result is that we will have a place to go when we are looking for stuff to do in the dark winter months. Now, for heat ...

Last Tuesday's EAA Chapter meeting was another successful cookout and jawboning session. The RV builders/flyers dominated the outdoor displays but there were other fly-bys and plenty of good food and conversation. One young fella who was here from California to finish his instrument rating with Greg at Smokey Mountain Aero got his first ride in a Subaru-powered RV-8. Nice guy and seems to be in line to make a good career start in the aviation field. 

The little airports are the future of our aviation discipline - no matter if someone has an eye set on a professional career or just wants to fly for the pure fun of it. We can't just stand by and watch them disappear, which is why EAA chapters and local organizations make the effort to bring in new blood. It's working in a lot of places, including here.

I can't let the opportunity pass to wish my friends at the Antique Airplane Club of Greater New York good weather for this weekend's annual fly-in at Bayport Aerodrome, the last municipally owned grass runway on Long Island. It was great to be with you while I was a Confederate spy, repatriating yankee money, and I miss your company.

 

July is for Flying! (One way or another)

I was getting all tuned up for Oshkosh and was set to go this morning (Saturday), overnight stops all guesstimated and otherwise arranged for the CallAir Cadet to make its grand appearance on Monday morning of the show ... then the weather conspired to put a low pressure area east of my route and a high pressure west of the route, creating a venturi that I'd have to slog through to get there. Flight-only time went from 7.5 hours to 13.5 hours and the first part over the mountains would have been rough. Nope. Uh-uh. Ain't gonna.

 

Trace a line from western NC to OSH and that's what I'd have been going through.

I've been there before. In 2001, I flew my Cub from Florida to Long Island NY in roughly the same conditions, minus the mountains. The first hundred miles took over 2 hours. The route was along an interstate highway and everything, I mean everything, on the road was passing me. The next hundred was little better and the end result was that it took me roughly the same time to go the first 400 miles than it would've had I been in a slow car - in traffic. Eventually, it took three days to get there.

It's a darned shame I didn't make it to Oshkosh. Earlier this month, Mark and Darwin and I teamed up to get some nice inflight pictures of the Cadet for General Aviation News and they used one of the shots on the cover of the magazine, which came out a couple of days before AirVenture. I was all set to show off the airplane and maybe have it judged. Maybe sell it. 

What to do ... what to do ... what to do ... ?

Why not? 

Airplanes, Fast Growing Grass and Rock Eating Poodles

It doesn't seem to matter whether the weather is naughty or nice, the grass does grow and - when it doesn't - the dog eats a big rock that gets stuck in her gut and that, in turn, eats into my flying budget  ... pfft ... if it weren't for that I'd just spend the money on dead dinosaurs and send them into the atmosphere. So that's my contribution to the effort to curb Global Warming and bring harmony to Mother Earth.

On the plus side, the airplane is gassed up and ready to fly and 8NC9 is dry and mowed. All that is needed is a couple of hours to commit lift.

I will only write this once: DO NOT LET YOUR DOG EAT ROCKS. Lest you think rock-eating dogs and airplanes do not go together, how much avgas can you buy for the money you have to spend on vets and pet hospital ICUs when your dog does manage to slip one in and get it stuck? It's painful for both the dog and the wallet.

She's back home after showering the vet with a cruise and gas for the Porsche but she's not 100% yet.

 Now to order the new wheel and spindle for the mower (I managed to break it on a hidden stump when I was zooming around on the tractor last week). Note to self: Do not zoom around on tractors while mowing. 

We are full of admonition today. Etc.

 Maybe the stars will align. Maybe I will fly tomorrow. Oh please. Oh please.

 

May is for Flying in the NC mountains!

I'm doing a little basking in the satisfaction that comes from introducing the CallAir Cadet to friends, old and new, who belong to the Experimental Aircraft Association and the Vintage Aircraft Association. In the January 2018 issue, the EAA magazine, Sport Aviation, had a nice mention in the section toward the back entitled "What our Members are Building/Restoring":

 Then, in the May/June issue of Vintage Airplane, the larger story of not only the restoration but the background of the design. It originated as the Interstate Cadet in 1939-40 which was used to train a lot of pilots through the Civilian Pilot Training Program before and during the World War II years.

 The CallAir Cadet is one of a kind - the only one produced by the Call Aircraft Company of Afton WY. You can dig back through the blog for my entries or, better yet, join the VAA and ask for the magazine.

We're flying regularly and enjoying springtime in the mountains. 

Y'all come.

What's more fun than a small town Air Fair??

Hooray! It's finally springtime in the mountains!

 

 ... and the fine folks at the Western NC Air Museum are busy serving breakfasts on the first Saturdays of the month and making big plans for the Air Fair coming up on the first weekend in June ...

 Our Air Fair is open to the public and always draws a good crowd. Volunteers give airplane rides and the kids love our very original "ornithopter", powered by a hit-and-miss farm engine. The pok-a-pok-a-pok-a sound is as entertaining as just about anything. The antique car crowd shows up, too.