Pittsburgh from Above

I took this picture four years ago. It's one of my favorites.

Second Day in a Row

Driving into the sunrise

This is a great way to end January!

Yesterday I flew in perfect morning skies (more here)

Last night I checked weather and winds were forecast to be 15 gusting to 20. I woke at 6 Am and checked and winds were 260 @ 8 knots. I dressed, hopped in the car, and drove east to commit aviation before Church at 1015.

The hangar doors were rattling a bit but the winds were straight down the runway. I started, let it warm up, taxied onto 28, added power, and climbed out. There was a bit of turbulence until I reached 1200'. then it was smooth as glass.

I flew north then west, then back to Smoketown, for an hour's flight enjoying the clear skies and expansive views. A gentle touchdown on the grass ended a very nice flight.

A quiet morning at Smoketown

Climbing and heading northeast (towards New Holland)

Lancaster airport (KLNS) in the distance

A quarry north of Leola, PA

Lancaster County east of Route 222

Akron, PA

What's left of Speedwell Forge Lake (the dam needs repairs so the lake is being drained until the money is raised)

Bickerville, PA

Endless farmland

Clear and a million (Blue Mountain ridge is about 40 miles away)

Approaching Smoketown. Winds were so strong from the west I had to maintain a 220 heading to go south

Lancaster city

Smoketown airport from 1000' AGL. I usually land on the grass right after the white culvert to the left of 28

Gorgeous January Morning

We can't complain much about this winter (at least here on the lee side of the Alleghenies). It's been mild with only one snow storm so far that dropped 3-6 inches and melted in days.

I checked the forecast last evening and despite a predicted strong southerly flow at 3,000, winds at ground level wouldn't pick up until later in the morning. Sp clock set for 0600, battery charger on, ready to go.

There was a high overcast but it was clear to the south when i took the dogs out at 0630. I felt no breeze but we're somewhat sheltered here. Nevertheless it looked like good flying weather. I rolled out the driveway at 0700 and drove east into the gorgeous sunrise.

Driving East on Route 283 to Smoketown

A few flags were flapping, indicating a southwest breeze at 6-8 MPH. No problem -- I'll land on the grass today.

I pulled the airplane out, tied it down, and it started right up -- I'm getting spoiled. I rarely have to throw the prop more than two times (in fact I can't remember the last time it was hard to start). She idles smoothly at 1000 RPM. I give it a few minutes to warm up then pull the tiedown and chocks and climb aboard.

Ready to go!

By now the sky is bright and the sun is peering over the trees at the southeast edge of the field. A C150 taxis in -- someone else enjoys early morning flying.

Taxi down, runup, carb heat, mag check, idle check. Controls still good, trim nose down, check the sky, announce, roll onto the runway, get centered, hold brakes, gradually open throttle.

SmoketownAirport (S37)

The brakes can't hold so I let it roll at 2250 RPM. The controls come alive. She gets airborne and I push forward to accelerate in ground effect. What a great feeling -- drag-reduced, the speed increases and we're zipping along 10' above the runway. Satisfied all systems are go I release the pressure and let it climb.

Climbing out and heading West

I flew west, then headed north past Manhiem. The air was smooth and the air clear. I spotted Speedwell Forge lake (or what's left of it) in the distance, headed that way, then parelled the Pennsylvania turnpike until Route 501. I followed it north over the Furnace hills then entered a left downwind for Runway 25 at Keller Brothers.

Keller Brothers Airport (O8N)

I haven't been here since my checkride in May, 2002. I don't remember much but the wide, long, flat turf runway is a welcome sight. I keep it in tight, stay above the tree, and touch down gently on the grass.

There's a self-serve 100LL pump here and a small FBO building. I'll have to come back!

I taxi back on 25, turn, and add power. We bounce a bit and then the weight is borne by the wings and soon I'm climbing. i turn south, dodge some vultures, and then cross the hills. The Turnpike is below so I follow a minivan, who slows from 90 down to 75or so. High wing airplanes following highways invariably have this effect.

I look ahead and spot Ephrata. if I stay east of Ephrata I'll stay out of the LNS Class D airspace. It's no problem to let the tower know I need to fly through, but there's no sense making the traffic situation difficult. I listen on 120.9 and hear a few airplanes take off from Runway 31. I'll stay east and low in case someone's doing a straight in to 26, which soon comes in view in the distance, looking very long and inviting.

I descend to 1200' and fly over the farmland. It's smooth even lower. Soon Smoketown is in view. I'd love to keep flying but I need to change the oil and do an inspection and cleanup. I enter the pattern and do a fast low pass over runway 28. A zoom clim follows and then a tight pattern ending in a gentle touchdown on the grass.

I pull up to the hangar and let it run out of fuel. I pull off the cowling and wipe down the engine compartment. The warm oil flows freely and soon fresh Phillips XC 25W-60 is poured in.

The weather may permit another flight tomorrow morning!

Looking North towards Manhiem

A few high clouds but clear beneath

Hempfield School and Landisville, PA

Landisville, PA (looking North)

Lancaster, PA (Here I'm over West Lampeter)

Farmland near Manhiem, PA

Horse farm near Landisville, PA

Some haze early

The Aluminum tape over the oil pan blast hole helps keep the oil temperature up in the operating range

Afternoon Go!

I was able to leave the office early (we're in the midst of a move so no phone and no internet means not much gets done) so stopped by the airport on the way home. When I arrived skies were mostly clear and winds were light and variable. I pulled the airplane out and it started on the first throw.

She ran smooth and steady at 1000 RPM, so I hopped in and taxied towards the runway. I decided to roll around on the turf to see if it was soft or wet -- it was both, so today I'll be landing on pavement.Not my preference, but we can't have everything!

Climbing into the haze

7 minutes on the timer, runup, everything checks out, check the sky, roll out onto the runway, straighten out, hold brakes and apply full power. The brakes can't hold much past 1700 RPM so I release and we start to roll. RPMS indicate 2200 or so and oil pressure is still good. The speed increases and after one skip I'm climbing at 65 MPH. I pull the nose up and keep it climbing. I catch a whiff of burning something but it passes quickly.

Hmmm.

There are moments -- usually early in a flight -- when I wonder, "What am I doing up here?" This is one of those times. The engine sounds fine, the ground is slowly receding downward as I climb, the gauges indicate what they ought.

But that slight whiff reminds me that things can go south in a hurry, and I need to be prepared. I glance around and laugh at the embarrassment of riches all around me -- miles and miles of emergency landing fields with few obstructions. The feeling subsides and the smell does not return. Oh well.

The view from up here

Up here the visibility is poor -- maybe 5 miles in flight. To the east its clearer so I head that way, enjoying the view. There's plenty of farmland out this way so I keep it low. I find a cell tower and do a very nice 8 on pylon, keeping the wingtip nailed on the tower.

That felt good.

Looking north towards Reading, PA

Haze moving in from the west

I find a nice wide field of winter wheat and do a low pass. Down here the Chief feels fast. A nice zoom climb back to altitude and some more steep turns. I fly around a while enjoying the view from up here. But its getting dark as a high overcast covers the sun. I head south and fly over Route 30, then follow it west.

The airport is quiet and I enter a left downwind mid-field. The base and final are a bit off but I get lined up and descend steadily at 50 MPH towards the numbers. I float a bit and gently touch down on all three points. It wasn't perfect so I taxi back for another go. The second landing isn't better, but both are gentle and straight so I suppose I should be happy. Taxi back to the hangar, shut off the fuel, run it up to 1500 RPM, then back to 1000 and let it run out.

On days like this it's really nice to have the airport so close and the airplane ready to go!

No Go

I woke early to do some flying before heading to the office in Exton. The forecast seemed promising, but actual didn't agree.

I loaded up and was 5 miles down the road when I remembered the radio battery was still sitting in the garage.

Oh well -- if I do fly, I'll be alone at Smoketown. Just pay close attention and stay low once  you leave the airport area. Very few GA singles fly down here with the kites.

I stopped by the hangar and started to preflight. The wind was knocking the hangar door against its frame. I stood outside then walked down to the taxiway.The windsock on top of the FBO was varying 60 degrees and the sock at the other end of the runway was mostly showing winds from the northwest.

The sky was overcast and there was a haze -- not much, but enough to restrict visibility to 5 miles or so. I looked at my watch, headed back to the hangar, and closed up shop. A clear day NORDO would be acceptable, but a restricted visibility day is pushing it. Better to come back next time prepared.

It's supposed to clear this afternoon. I may be back early enough to get some time in before dark.

Redtails Movie Review

I've been looking forward to this movie's release. My son and I headed to the theater tonight (one day after opening) and packed into a mostly full theater.

NOTE

I did not expect much realism in the flying scenes because, on balance, scenes of people sitting in a cockpit are dull (even the great Jimmy Stewart had a tough time in Spirit of St Louis, a movie I like, but is not recognized one of Stewart's best). So I won't complain about maneuvers or physics of the impossibility of this or that -- this is a movie and the film makers need to keep the stuff in frame and keep the interest of the audience, few of whom are pilots or aeronautical engineers.

The movie opens with B-17s flying in formation. The scene is complemented by awesome sound of hundreds of radial engines. It's immediately marred by the unrealistic clouds the planes fly through (B-17s flew at high altitudes over Europe to avoid flak and make life harder for the fighters). The Bombers are jumped by German fighters and the American fighter escort peels off in chase, leaving the bombers helpless. The Cockpit shots capture the bomber crews complaining, and of course they dutifully plummet to earth in a fiery wreck. Even the densest member of the theater audience can see that something ain't right and needs to be fixed (even while the Army that will eventually defeat Germany and Japan cannot).

Next, we see Colonel Bullard (Terrance Howard) in DC, pleading the case for his unit against a condescending southern General. He replies with righteousness and the dense audience once again knows who is Right and who is Wrong.

We follow the banter on base to get to know the heroes, but the focus is so diffused we really don't care much about any one of them (We're dense, remember, and can't be empathetic for a dozen people at once). Certain stereotypes help us figure out who is who (the cranky maintenance NCO, the Motivational Speaker-now-Army-Colonel, the "Go get 'em boys" coach, the conflicted warrior from a privileged background, the angry guy who is fighting racism one bar brawl at a time, the dew-eyed kid who everyone worries about because they know he's gonna die, and so on.... )

I'm righteously indignant, so you'd better watch your step, mister...

They finally get their chance and rip up the jerries but good. Somehow at a closing speed north of 600 MPH the lead Bad Nazi figures out the opposing fliers are "Africans." So the Nazi snarls menacingly and leans into his panel to give his bullets extra oom-pah. He gets his come-uppance, and races home to base, followed by four (yes, just four) of the heroes. Their P-40s  are loaded with atomic bullets as they take out about 10,000 ME-109s parked within inches of a million gallons of Really Explosive Stuff.

Silly Nazis.

There's a contrived romance (apparently only one pilot in a Fighter Group can hook up with a gorgeous Italian chick while 1,200 others just hang around playing poker and exchanging witty banter). This is the kiss of death (that is not a plot spoiler -- if you've seen one war movie you know exactly what's gonna happen). When the gorgeous Italian chick blurts out "I love you" in halting English, Lightning (played ably by David Oyelowo) tries to slow her down. We know why.  He wants to say, "Look, woman! Don't you know you just killed me?!"


It's also telling that the only female character in this two hour flick is unable to speak English. The Germans get subtitles, but the Italians, nessuno. Which makes sense, anyway, given the dialog George Lucas usually places before his female cast.

Natalie Hershlag wondering if  this is a good idea...

Anyway, there's a few more flying sequences with gorgeous views of Bombers. The ME-109s look cool and real and even sound sinister. In the climactic battle the Evil Nazi is now flying an ME-262 jet fighter (the Red Tails call him "pretty boy" because they can spot Arayan effeminacy at 600 MPH). When he grunts "Kill them" (in German) I leaned over to my son and whispered in my best James Earl Jones basso profondo, "Leave this one to me..."

I'll get you, my pretty!

Sadly, the musical score was awful (think Dukes of Hazzard Go To War). There was no compelling theme, no unifying anthem, not even a 1940s mood. When the choir started humming mournfully I had to roll my eyes. Why not just borrow the Saving Private Ryan score? They're not using it anymore...

The landing sequences were so fake it was embarrassing -- the P-51s looked like X-Fighters landing on Hoth.

NOTE

I can't help myself -- Did the Red Tails not need the first half of the runway? At least they had good brakes. Their P-51s stopped within inches of touchdown.

Imperial Walkers were not in Red Tails. But they could have been...

This movie tossed every war movie cliche into a blender of three hundred Sun Blade CGI servers, handpicked a bunch of good actors, and then gave them a crummy script and asked them to make it work.

Gerald McRainey? Really? Is there no other actor in Hollywood who can convincingly portray a General? Not one?

Please, save me from my agent....

I'm very disappointed to give the movie a thumbs down. This movie was based on the premise that the audience can't handle nuance. That's a shame, since the most damaging bigotry isn't the loudmouth in a bar, but rather the whispered backroom suppression and manipulation. These are darker, more complex themes that require a deft touch.

In The Kings Speech, two capable actors carried the film through intelligent, believable dialog despite a backdrop of drab wartime Britain. The only noticeable CGI were barrage balloons. The writers, directors, and actors in that film trusted that the audience would follow and understand the interplay between the characters, understand the tensions, pressures, and demands, and see something as ordinary as a speech as a great triumph.

The Tuskegee Airmen accomplished much before a single Nazi plummeted to his death. They volunteered, trained, learned, and fought for those with whom they dare not share a water fountain.

They were a huge wave in the historic movement towards equality, a still incomplete movement, but much farther progressed today than in 1944 because of what they did. And something as benign as taking off in a P-51 heading north towards Germany was a great enough triumph.

The combat success was mere confirmation of what they already knew. And what we know today. Give us some credit.

Cold January Morning

We've had a wonderful winter so far with clear skies, some wind, a few cloudy days, but none of the typical winter nastiness we've experienced the last few years. We have had a few cold days, and this morning was one of the coldest.

I checked the weather Sunday evening and the winds were forecast to die down over night. I rode bicycle Saturday and Sunday and both days had to fight a stiff Northwest wind on the return leg. Flying the Chief in a strong wind isn't much fun.

The alarm went off at 0545 and I was up, showered, dressed, fed, and out the door by 0640. It was still dark on the ride to the airport but in the morning twilight I could see some flags flapping in the breeze. High above the sky was clear with not a single cloud. Unless the wind picked up significantly I'd fly and land on the pavement on Runway 10.

The Hangar was cold but the cowling tepidly warm from the Aerotherm Deuce engine heater. I turned it up and did a preflight. By the time I opened the doors, completed the preflight, and pushed the airplane out the engine was warm and the sky bright with sunrise.

There are some who claim leaving the engine heater on will cause condensation and premature wear. But here's a relevant quote From Mike Busch:

"In fact, using an insulated cover and a multipoint preheating system that is plugged in continuously is one of the most effective methods of eliminating internal engine corrosion, particularly if the aircraft is kept in an unheated hangar rather than outdoors. If the entire engine is maintained above the dewpoint, condensation simply cannot occur."

Makes sense to me!

A couple of years ago when I was in a hangar at Connellsville Airport with no electric I made one of these DIY jobs:

....but it really wasn't the safest or even most effective solution. I used it twice. The first time the heat was too much for the dryer tubing. The second time the cowling paint started to blister.

Before Bill kindly gave me the Aerotherm, I used 100w Light Bulbs inside the cowling. As long as the bulbs worked, it was a cheap way to keep the engine above 40 F. But more than once I arrived at the airport one cold morning to find one or both bulbs had died.

So the Aerotherm is the best option, and I'm very thankful for a hangar with electricity!

Four shots prime, six revolutions of the prop, she starts on the second throw. I reach in and add throttle until she fires steady at 1000 RPM. I hit the timer and wait. The prop blast is cold against my legs, but wait until she runs smoothly before thrttling back to untie the tail and pull the chocks. I climb aboard happy to be out of that icy cold.

Lancaster County at 8 AM

Reading in the distance

You can't see the ridges near Hazelton and Scranton in this picture, but I could from here

The insanely immense parking lot at the Manheim Auto Auction

2450 RPM, 80 MPH

I start to taxi to 28 but the mostly limp wind sock favors a takeoff to the east. I taxi across the runway, sit for a bit until it's running warm. Runway 10 has a displaced threshold so I taxi to the end, straighten out, add power, confirm all is well, then push throttle all the way in. I'm airborne before I'm past the runway numbers -- gotta love this cold, dense air!

I climb to 2000' in the pattern, then head south and west. It's a bit bumpy down low so I'll stay higher and enjoy the view. I fly south of Lancaster, then head north over Manheim, then east along the Pennsylvania Turnpike. The wind is strong from the south and my groundspeed is 30 MPH slower than my airspeed.

The view from here is spectacular -- pictures can never capture the vastness of the sky above and the immensity of the earth below, especially on a clear day when the curvature of the earth is the only limitation. The ridges near Scranton are visible from here, as are the taller buildings in Philadelphia. I cruise along, nudging back on course from time to time, enjoying the sensation of flight.

By now 45 minutes have passed since startup and I have an early conference call. I reduce power a bit and let the nose drop. Soon I'm over the Smoketown airport. I'm to high to land so I slip and do a low pass over the grass. It's very frosty so I'll land on the pavement.

I go around, stay lower, slip a bit, and make it just past the numbers. I'm a bit fast an after touching get airborne again and touch down nicely a second later -- I need to practice my pavement landings -- I've been spoiled!

Fuel off, taxi to the hangar, open the doors, pull the bird back in, wipe off the tiny drip of oil, close up, make my phone call and drive east to Exton. How much better would this day be if I could just keep flying?