Holding Aviation to a HIGHER STANDARD™ January/February 2006 | ||
Happy Valentine's Day
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Hindsight Is 20/20, But Foresight Will Save Your Behind Let’s start with the landing runway 31C. The pilots were given this runway because it had lower landing minimums, but just slightly. This means the conditions were poor enough that only a slight change in minimums made a difference. So what do we have here? You have a plane landing at minimums, on a snow covered runway, with a tailwind. The charts show that landing beyond glideslope would leave only 4925’ for the aircraft and it has been reported their calculated landing distance to be 5300.’ Since the plane would surely have been on glideslope (autopilot) because the conditions were at absolute minimum, there was not enough runway (if all reports are true). But again, how does this relate? The practice of choosing runways is rapidly moving away from flight related concerns toward commercial or political. This includes the number one time honored safety practice of landing or taking off into the wind. How many people know an airport that lands every aircraft on a specific runway regardless of conditions because of noise abatement (also known as “someone called the mayor”) or in this case, to HELP a pilot land. This practice is on my list of top five most dangerous trends in aviation. Yet, this is even more of a concern for taildraggers. As taildragger pilots, we have to be vigilant in our runway decisions to make sure the outcome is successful. Someday, I will have time to research all those NTSB reports to see how many of those “loss of control” accidents had other available runways. Until then, take my word that the runway choice is yours and stick to your guns. If ATC, tower, or the local FBO that likes to play controller tells you otherwise, remind them it is not their choice. In Southwest’s case it seems everyone was doing their part to get the job done. This mentality is very common in aviation and many of us take great pride in doing so. Yet, this can also lead people to push limits to keep the system going. It happens to all of us and it is dangerous. The most common example of this is that trip you did in really strong, gusty crosswinds because you “needed” to get somewhere. Take my advice and don’t let this happen to you again. ATC may help you get there but they will also be the people on record telling the FAA what the conditions were. Lastly, beware of what I call “creep.” This is what happens as you slowly move up the skill ladder. Take crosswinds as an example; one day it’s 10 knots, then 15 knots, and then comes the should nots. Unfortunately, you may not know this until you find yourself with a broken plane. Every flying machine has its limits for continuous safe operation. As your time, abilities, and confidence in each airplane grows, these numbers expand………to a point. The trick is learning to recognize that barrier as it approaches and not after you’ve crossed it. I wish I had a rule of thumb for you but I don’t. What I would suggest though is to be honest with yourself about your abilities. So what would I like to see come out of this accident at Midway? I would like to see ATC require at least one controller in 5000 to have a pilots license and a minimal amount of aviating ability or knowledge. I would also like to see airports start operating based on the operational needs of pilots and aircraft; not what the new neighbors want. It would be nice if people would start asking themselves “does this make sense?” And last but not least, I would like for flight schools to start teaching students what a FREAKING wind sock is! Maybe then, thirty years from now, one of those students will ask themselves “does this make sense” and they won’t land on a short snow covered runway with a tailwind, even if the numbers say it’s possible and they’ve been cleared to land. | ||
Aircraft Insurance and Landing on Grass Runways
The insurance actually says "unimproved runways". Now, do not take this as us telling you that your insurance allows you to land on a grass runway. What you should do though is call your agent and ask them about the wording on your policy and if it is the same as above. If so, ask them what is the definition of unimproved runway. Since we are a certified public use airport, it is unlikely they would forbid you landing here. | ||
Great News for a Good Friend
What we said: The email above says it all about Fern as he is concerned he may have bored us with a “lengthy summation.” Ginger and I have spent many hours prodding stories and knowledge out of Fern and could write an entire book with the little he has shared so far. What he sent only scratches the surface. He failed to mention the great little details like the one represented by a picture he gave us and shared with you here. In the picture, Fern is flying lead over the combined Golden Hawks and USAF Thunderbirds. He also failed to mention how he won the Canadian Air Force Cross, the number of hours he has at supersonic speeds, or how he routinely did a several turn spin (three I think it was), from 5000’ in a F-86, while performing with the Golden Hawks.
There’s even a great story from Oshkosh a few years back when he was seated next to one of today’s well known “airshow performers” while at the EAA Life Member banquet and was asked by the 'Minnesota Mom' if he knew what a T-28 was or even better how he sat quietly through a forum given by Bob Hoover about the F-86 and then later told us "the real story" on how he thought it flew. Additionally, Fern is well known in the Swift world as he flies his whenever he can. We think Canada’s Aviation Hall of Fame has made a great choice.
Here is what the CAFH has to say:
And here is a link for a painting and description of the Golden Hawks: http://www.canadianflight.org/gallery/dco_04.htm | ||
EAA and the City of Oshkosh Remembers Steve Whittman
The focus of the article was the historic value of the hangar and the cities total commitment to destroying it. Despite the fact it was considered one of the ten most endangered historic sights in Wisconsin, it seemed certain the city would win and the article appealed for is rescue. My immediate thought was, “this is a good article, I can’t wait to see what the EAA says about it.” Yet, EAA said nothing. So, I emailed the reporter to ask him why he didn’t include EAA’s stand on the issue and he said they really didn’t have one. Apparently, they have a replica of Steve’s hangar and that was their “out” of the issue. Their out??? Did I mention that the EAA is based at Whittman Field? Did I mention the hangar was already gone by the time I emailed the guy? Do you remember the article in Sport Aviation about this issue? Well right there in the middle of the night I sent an email to EAA asking them what issue of Sport Aviation contained a story about the threatened hangar because I was upset I had missed it. I got back a prompt email and was told there had not been an article about it but that the EAA saved three bricks from the building. Three bricks??? So, I sent back another one that basically said, “You’re kidding me, right?” Shortly thereafter I received an email that it had been sent up the chain. Then, to their credit, I got another quick email from Bob Warner and here is what it said………..
Now first of all, I want to sincerely thank Mr. Warner and everyone else at EAA who have always been quick to answer any questions I have. I get the impression there are a lot of good people there working hard to do what they feel is best for us. Unfortunately, this is also where the EAA seems to keep falling down. There are too many people at EAA doing what they think we should want and not what we want. I also understand they are in a tough position as so many members expect the EAA to take care of them and don’t even bother to contact the organization about personal concerns. But, there are times an organization has to look at itself and say, “What were we thinking,” and this is one of them. The demise of the Historic Whittman Hangar, on Whittman Field, where the world’s largest aviation and experimental aircraft fly-in is held is a total disgrace and it hints at EAA’s issues with the town of Oshkosh, and it’s growing lack of power therein.
Sometime in the future, an issue of Sport Aviation will come out with three lonely bricks in the “From the Attic” section. When that happens, I hope it is not made to look like the EAA saved some bricks and fought the good fight to save the hangar because it's really just a documentary of another sacrifice EAA chose (for us) for political reasons. It is all very strange when you consider what the EAA’s very own website says about Steve Whittmann. Thanks to an INSIDER who reads NORDO News, here it is:
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The 2006 Calendars Are Out
For those of you who haven’t seen one, here it is. The motto is, “Never Moon a Werewolf” and the photo was taken here at Lee Bottom by Kirk Wood, one of our work-kampers from last year. The photo is of Tim Plunkett’s Sopwith Camel Replica and it serves as a great example for the process of calendar photo shot selection. Many of you have asked how we do it so we thought we would share it with you.
Lastly, this years photo had one other thing going for it; the barn. As long as most of you can remember, that barn has been a wonderful backdrop for photos as it was a great visual adjective for the airport. Now, with the airport expansion, we are forced to remove it and wanted to be sure it went out in style. | ||
New Years in the Keys via BT-13 Ten years ago, I was a budding barnstormer hanging out at Bowman Field, in Louisville, when in flew a BT-13. Naturally, I had some admiring to do and went outside to take a look. The pilot, Brad Neat, was passing through having earlier left the Florida Keys. When I told him that I had been considering the Keys for a winter location to hop rides, he immediately said, “I think it would work well. When you come down to look around, give me a call and you can crash at my place.” Just like that, another new aviation friend. Anyway, to shorten this story up, Ginger and I went to Hidden River Airpark at the end of the year to pick up the very BT-13 I had admired ten years earlier. It had been nearly seven years since I had seen Brad and yet he and his wife Joy invited us into their home to rest up for our flight to Marathon.
So, when Tony said the “BT” would soon need an annual and wondered if I would bring it down from Sarasota, I immediately said yes. Two weeks later, Ginger and I were on our way down the Gulf Coast of Florida on what would be a very memorable flight. When we reached Chokaloskee, our jumping off point for 40 miles over water, the sun was getting low in the sky. It was the mid point though that gave me the one lasting memory. Gazing over the right wing, together we watched silently as the last particle of sun disappear behind the horizon while all around us was nothing but water. I couldn’t help but think about those pilots in WWII who set off from a moving carrier confident they could find their way home. There we were twenty miles from land with the light disappearing, and underneath us was a vintage radial engine powered machine that flew so great there was no question as to the outcome of the flight. We landed a short while later with the last hint of daylight and by the time we taxied back, it was dark. | ||
The 10th Annual Wood, Fabric, & Tailwheels Fly-In
We urge you to start planning now for this years fly-in. The word is out on the runway extension and already we are hearing great things about some really special machines joining us for the event; and it’s only February.
We are also excited about the fact that this will be the tenth anniversary. Being red-blooded Americans, we are genetically inclined to make a huge deal out of anything divisible by five and an absolute circus out of anything divisible by ten. So look out. TEN TO WIN! Sorry, that was a flashback to my college years (email for explanation if you don’t get it).
Anyway as I was saying, this is going to be the ulitimate, fantastic, electrified, aviation frenzy of the year. Or plainly put, there will be a lot of planes here. Either way you look at it, how could you not visit.
Previous years have left the area short on hotel rooms and rental cars due to a conflict with another local festival. This year though, they are being held on different dates and everyone should plan to spend the weekend if they want. We have a cookout on Friday night and Saturday is the fly-in. But, plan to stay by getting a room and car and you can visit our historic downtown while you are here.
For those of you in the Mid-West who only get your plane out for Blakesburg and Broadhead, why not try to fly that plane three times this year (a little friendly jabbing there) and join us for what many are calling, the next great antique destination. You don’t need and invitation and you don’t have to be a member of any group. Our only requirement is that you love to fly.
Saturday September 30, 2006 Lee Bottom Flying Field (64I) Hanover, IN | ||
New Campaign to Develop Golf Courses Announced
Once we tossed it around a while, we decided to share her innovative exchange program with everyone so they could propose it in every community. It works like this:
The local Committee for Common Sense will offer to each Airport Board Chairman, the right to take in exchange for airport land, the second largest golf course in town. Not only does the willingness to sacrifice the second largest course match up to the number one target, secondary airports, it also appeals to the Airport Board Chairman who is almost surely to be a land developer.
There will be little argument as the golf course will fit all their demands: land to use for public purposes like shopping malls, addressing environmental concerns by trading one ounce of gas spillage for the massive amount of chemicals, pesticides, and methane produced or used daily at each course, and the need for direct income from the site as the excuse for business deals happening on the course is no different than an airport bringing a corporation to town. How could they argue???
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Some of You Have This Problem and Don’t Know It
When we got it home we gave it a whirl ourselves and sure enough, it did the same thing. So began the mystery of the narcoleptic cub. Weeks passed as every mechanic we could think of looked it over, worked on it, or gave their opinion and none of them could solve the problem. The real mystery to me though was the fact this engine ran better than any C-85 I had known but would quit cold on every rollout; even with my exceptionally smooth landings (never miss an opportunity to BS).
Eventually it got so bad, we tried something we swore off of years ago; visiting the type club chat rooms. There is so much garbage in those things you need a dump truck to uncover the one good thing that gets thrown in every year. But, we were desperate. I made it two minutes and nineteen seconds before I had to log off. The things I read were just ridiculous and I decided to figure it out myself. Five minutes later I was removing the carburetor for overhaul when it happened; I found the problem. While staring angrily at the engine I heard this very faint voice from years ago. Fritz once told me to watch out for the small Continental engines because so many parts will bolt up but won’t be correct. I don’t know what made me remember him saying that but I immediately looked up into the manifold and found the issue.
Bolted to our C-85-12 was a C-65 manifold.
Our second Cub’s C-85 had an engine problem a while back and received an overhaul to new tolerances. When we got it back, a small cough it had before had developed into dying on landing rollout. Can you guess what it was? That’s right, we’ve owned two Cubs and they both had C-65 manifolds on C-85s and they both had been flying for years and gone through numerous annuals. SEE PHOTOS: The C-65 manifold that came off one of our Cubs has the neck down highlighted in red. Although it is small on the outside, the internal neck down is more significant as you can see from the other photo. A C-85 manifold goes straight up to the tubes with no external neck down as you can see from the C-85 manual. Pass this around and let us know if any of you find this on your aircraft. If you do, please don't blame anyone. | ||
Lee Bottom Planning T-Hangars NOTE: Do you like the sketch? A friend and well known artist friend of ours is currently putting color to several sketches like this one that we will use to promote the airport. Look for them in up coming issues. | ||
| Great Times In Great Lakes
Preceeding this flight was four days at work with a midnight arrival at home on the last day followed by a 4 am wakeup to leave for the airport to catch his flight to Atlanta. Upon arrival in Atlanta, he took a one hour shuttle to the airport where the aircraft was located. There he was handed a key, and sent to the hangar where the plane was waiting. When the doors were rolled open, he found a very nice machine. After close inspection, Rich was able to find some tools to fix loose tailwheel springs, a compressor to air the tires, and just enough space to fit his bags. But, he was unable to get the GPS to work….a story in itself. With the day quickly passing, he decided to “wing it” and took off on a heading that looked about right. Fortunatley, Rich had charts and was able to locate enough landmarks to find his way home. He made one stop for gas and flew mostly off knowledge gained from numerous other ferry flights through the area. The next day, Rich had to be at work at 7 am and was back in the air working. Ahhh the life of someone afflicted with aviation. Oh yeah, he says it was one of the nicest flying machines he has ever flown. | ||
PART 141 SCHOOLS . . . AN INSIDERS PERSPECTIVE In the last issue, we discussed PART 141 schools and issues we see stemming from them. To our surprise, we received many emails in support of our views on this subject. But the following, is probably the best. . .
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YOUR THOUGHTS . . . The comments, thoughts, and views from the last newsletter were too numerous to print all of them. But, here are a few of those that inspired us. . .
Hello Rich and Ginger; I have been on the Lee's Bottom mailing list about one year. I just wanted to tell you how much it means to me. I own and fly a 1948 Luscombe T8F . I have just over 1500 tt with aprox. 1000 tailwheel. about 400 in Luscombes. I just received your latest posting and wanted you to know that you are right on about EAA, and also about OPEN hanger doors. I Just lost one of my best friends of 33 yrs to cancer. He was the first person I met after moving to Memphis in 1972. I met him flying U control models, he was the national U control carrier champion at the time. Largely due to his kindness and willingness to help a young (23 at the time) guy learn the in and outs of U control flying. I went on to flying full sized aircraft.
My friend had gotten his private ticket in a champ in the 1940's. He had a 172 and a taylorcraft L2M. He flew the L2M every day. Sorry I have been ranting. Just Thanks for sharing your Field of Dreams. Attached is a pic of the way my plane looked when I bought it, I am in the process of a restoration. I plan a trip to Lee's Bottom when finished. Thanks Again R.F
************************************************************* You've hit the EAA nail on the head. I've belonged to the Warbirds group for ~20 years but do not own one and am looked at as a spy when in the area at Oshkosh ( I've worked in Aircraft Registration for 10+ years). I have many many hours in rebuiding a AT-6D, worked on T-34s and T-28s yet it doesn't matter. I own and fly a Classic 58 Skylark which is looked at by the Vintage group as not a real airplane. Sure I would like to have a turbo powered Seabee or Wigeon but I don't make that kind of money. A radial powered Moose would be great too, but again. Hell my goal at EAA Oshkosh (oops can't say that) is to see airplanes of all kinds and the thrill of watching them fly because I'll never
************************************************************ Congratulations another job well done!
************************************************************ Ginger, I truly enjoy your Newsletter, you and your husband have done a great job in keeping the romance of aviation alive. I hope you both will see nothing but calm winds and blues skies.
************************************************************ Thanks for a great news letter.I can relate to the pilot that did not like
************************************************************ Rich and Ginger; Good to hear from you. The NORDO News is so "newsy", that I have to read it several times to take it all in. JN We'd love to hear your thoughts . . . Email: info@LeeBottom.com | ||
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Lee Bottom Flying Field Identifier: 64I 7296 S. River Bottom Rd. Hanover, IN 47243 812-866-3211
Time Pieces 7296 S. River Bottom Rd. Hanover, IN 47243 317-501-2773
Contact Us: info@LeeBottom.com |
During the past couple years, we have had a lot of fun “holding aviation to a higher standard” by publishing our free e-newsletter called NORDO News. But during that same period, we always wondered if we were wasting our time and what everyone thought of our efforts. Until recently, we even considered quitting because we couldn’t decide if it was worth all of the time that is devoted to it. Then a few months ago, as the subscriber list started to take off, we started getting a lot of positive feedback from our readers who said they loved what we were doing. This was the shot of energy we needed. 
By now, everyone knows about the Southwest accident at Midway Airport Chicago. With every passing day, more and more information comes out about what went wrong and most of it, although scary, is all too common. But, what does an airline accident have to do with vintage aviation?
Long ago, we noted a very odd issue with taildragger aircraft insurance; policies that forbid you from landing on grass runways. This seemed so odd to us that we asked our agent about the issue and here is what we were told. 
We recently learned some great news about one of our good friends; Fern Villeneuve. This May, he will be inducted into Canada’s Aviation Hall of Fame. If you’ve ever been to one of our fly-ins, there’s a good chance you may have met him and never suspected you were in the company of one of Canada’s great pilots. You could talk flying to Fern for hours and if you never asked, you would never find out or hear any of the following. When we asked, here is what he emailed us: 
During the last few years, each night I have spent a little time on the internet researching vintage hangars for our airport. Three months ago while doing just that, I stumbled on an article from the local Oshkosh paper about the legendary Steve Whittman’s hangar. The city was wanting it demolished and was willing to overpay a friend to do the job despite another bid that showed it could be repaired for about a third of what their contractor (friend) would charge to demolish it. My guess is that another friend wanted to build a sterile white stucco covered building with black windows and a dish on top, what do you think? 
We were lucky enough to spend our second anniversary (which is New Years Eve) in the Keys. The idea of going to Florida came together after looking at some old photos from my time barnstorming in the Stearman. 
After spending the night, we set out to ferry the plane to another other friend, Tony Daiuto, who is half owner in the plane. Tony has been in the Keys “forever” and is the person to see if you ever need a contact or mechanic in the area. When I was in the Keys hopping rides, Tony made sure “old Bess” (the ride hopping stearman) had the best of care and he looked out for me from the first day I flew into Marathon. 
Ginger recently came up with a brainstorm that could potentially save airports. Having noticed that golf courses take up a lot of acreage like airports and are more often than not in up and coming areas, she proposed an exchange program. 
How did I know? I had just helped rebuild a C-85 and I could see the manifold was very slightly different and necked down. But incredibly that is not all; the rest of this story is even more amazing. 
Anyone who would want a T-hangar at Lee Bottom should let us know now as were have several companies working up bids to build five 40x30 units. These would be full span units without the usual back corner cut outs that most hangars have. These units will also fulfill our first stage of hangar construction and will be designed to look like the shed style hangars of the teens and twenties. Each one will get a name of an early aircraft manufacturer above the door and this is how your hangar will be known. They should rent for around $100 per month. 
Rich recently completed another successful ferry flight when he arrived in Indiana on a cool 50 degree January day. The plane was a 1930 Great Lakes and the trip capped off a typical week for him. 
