For the past two messages I have succeeded in drawing out a simple
subject into something rather complex. Before I start typing this
segment I can hardly see just what might make it as large as an endeavor
as the past two. After all, this leg was done alone, over a 900 mile
course. Just me, and my ELT!
Early Monday morning the 3rd of Aug. I had
my wife drive me to the Oshkosh airport so that I could unload anything
that I didn't need on the trip back. Heading south towards the Texas
heat, if I was to make my goal of Shawnee OK. I new I would have to leave
early and light. At 0530 in the morning, you can drive anywhere you
want around Whitman field, so we parked right in front of the plane!
Basically I gave my wife every thing except, my fire extinguisher, tie
down ropes, tool kit, and an extra quart of oil. Check the weather?
Nope, go till you can't, stop till you can. This had to be the motto
for the entire trip. Airplane untied, I pulled it out of the parking groove,
and proceeded to preflight it like 800,000 people had been pawing over
it for the last week. All in order I turned around and took a picture
of the silhouette of my aircraft, tightly outlined by the 1.6 million
feet (assuming everybody brought two each) that trampled the grass to a
mere powdered dirt by the end of the week.
Leaving this time in the morning also cuts
out all the pilot briefings and lines that come with the mass exodus.
Not to mention the embarrassment of having a line of professional pilots
watch this little white airplane cut a perfect zig zag course down a perfectly
straight runway! I called the tower for clearance on my little hand
held. "Experimental N72133, taxi to runway of your choice and call back
for take of clearance." Going south, and wanting Marcia to see the
departure, I taxied to 18R. "White experimental, 133, cleared for take
off, come see us again!" "Experimental 133 rolling, good day fellows!"
Left, right, left, 75 mph, up and out of here. Beautiful morning
for flying.
Almost immediately I entered light rain on
the climb out. I was still able to climb out to 2500 feet and feel
comfortable with the visibility and cloud clearance. I changed frequencies
to 122.75 to listen to anybody that may be heading the same way.
Not this morning, just a few heading inbound to the fly in from the south
east. I set a course for direct shawnee and saw that I would be flying
over Iowa City, Iowa at the two hour mark. This then, would be my
first fuel stop. The rain continued for the biggest part of the leg.
It seemed that every drop that ran up my canopy would proceed in perfect
line to the back edge and then drip, or spray, directly down the back of
my flight suit! Refreshing!? Not having a wing man, also allowed
the comfort of removing my David Clarks, and enjoying the freedom of motion,
and freedom from brain crush! Arriving at Iowa City with out incident,
I would be landing in the rain and on the runway with the highest terrain
at the approach end. From base to final, I chose not to roll out,
just added top rudder to convert the turn into a steep slip. This
brought the glide slope to an angle to clear the nicest houses
on the hill, and still keep the runway in sight over the nose of the Sonerai.
Taxiing in I found the FBO that earned the honor of the highest fuel price
I have ever seen! Is it arrogant to say I've seen a lot? $2.25 per
gallon! I know I'm only taking on 8 gallons, but I know what they
are paying for the stuff! There ought to be a law!
With gold laced fuel in tank, I blasted
off again in light rain and virga. Had to show a Cessna 441 my belly
to get his attention on the initial climb out. Always looking for
a reason to rearrange the blue side. Who say's it always has to be up?
This leg, other than pronounced head winds was a smooth uneventful flight.
It looked like my two hour window at this point would take me to the Lexington
MO. area. Two hours and twenty minutes later I was circling a field that
I had picked out, and the GPS had informed me had Av. gas. Runway
looked nice and long with hard surface. In hind sight, even a 100
foot long runway would look long if it was only one foot wide! I
must be getting good at this little plane, I got in on and stopped
in about 1200 feet, and yes, on the runway. My turn radius did require
a small excursion to the tall grass to get back to the pumps, whereever
they were. After walking through the "offices" of the airport, I
finally found an individual that seemed to be bothered by my need of fuel
service. After waiting for him, for about ten minutes to tell his
girlfriend good bye, he imparted some fuel to me, informing me that it
was predominantly for the sky diving operations. Judging from the
pumps I wasn't sure if the fuel was not the cause for the urge of those
people to depart from a flying airplane!
I used most of the 2600 ft x 20 ft runway
on my departure to the south west and headed again for Shawnee. In
dead air and a leaned
engine I would be able to make it in one leg. Not having it that
way, I again started planning my next stop. In this area I am quite
familiar with the center frequencies and enjoyed listening to them.
Though, I found, and aimed at an occasional shower, I was entertained by
the radar drivers with their pressurized turbo jets, avoiding by at least
a state, the same showers that I was using as a free bug wash. I
think they should be required to fly general aviation for at least 20 years
before they are let loose on jets. You learn in a hurry what is,
and is not worth running from. (What soap box?) Bartlesville
Oklahoma was about an hour out and designated the "top off" airport.
The cool air from the showers made the climb
out fairly comfortable as I headed towards Shawnee. Why Shawnee?
Well, a 75 square foot wing airplane, operating near gross with a little
1600 cc VW engine, just can't take the afternoon heat of the south west.
Gutless is the feeling
and word. I figured I could make it to Shawnee before the temps
got out of the lower 90's. I'm not taking off into the 98 degrees
and staying
in ground effect all the way home! Landed on the big wide runway
at Shawnee and tied it down for the night. After about four hours
of riding horses, eating and the like, I realized it was still in the 80's.
Ran to the airplane, jerked the ropes out of the holes in the wings, and
headed home.
The final leg was spent at 4500 feet.
This gave temps in the upper seventies at altitude. Airplane and
engine still running flawlessly. You spend so much time, carefully building
the aircraft so that nothing will ever surprise you, and then you are surprised
when nothing goes wrong!? Again with out event, I started my decent
into that dreaded Texas heat. I aimed at the two households that
had really been monitoring my progress over the week. After giving
the first a fitting salute, I noticed that my elbows were hot against the
fuselage fabric, and the airplane was not enthused about climbing.
It was hot down here! So I left the airplane at the present pattern altitude
and headed towards the house. Nice landing! You just have to
love that grass on such a squirly little airplane. Taxied back to
the hanger as my wing ship for the trip to Oshkosh, buzzed down the runway.
Shutting the engine down at the hanger brought
several things to mind. Would I ever do it again in this airplane?
Never! Maybe if we had a flight of Sonerai's, but not alone.
I was beat! Next, this "experimental" aircraft had really proven
itself in all but icing conditions, and came out with out a scratch!
I climbed out and looked back at the airplane. I no longer see an
experiment in aviation, but a dependable old friend. Does 65 hours
make it "old?" Though it is still an airplane, I will always treat it with
the respect that one should, I now realize that we have a good little airplane
here. Lastly, I just had to say out loud, "Randy, it can be
done!" Sorry guys, this is an inside joke at the Chapter 661 in Denton
TX.
Hope I didn't bore you too much. I know
There's something I left out, but maybe it is a small mercy. Got
to call it quits for the evening. Later. .jim
Back to Sonerai page