Tuesday, May 5, 2015

Monocoupe Entry 5

No pictures on this entry. Only words. 

We started early in anticipation of of hunting for clear spots in shifting weather. I thought the hole would be north, but dad thought NW. I think he was wishful thinking. If we could get through there it would be an easy trip. My way would put us well north through Nebraska, and if open we would go through North Platte and into northern Wyoming. Out of the way. As it turns out neither would have worked. 

Things started well enough. We took off into a south wind that helped a bit on our northwest track. Super smooth that early. Nice high ceiling. I thought this would be easy and I made the mistake of saying so out loud. 100 miles up our path the ground rose around a town named "Colby". About 20 miles short of there i noticed a slightly gray line of clouds right at our level, 1000 feet above the ground. "I don't like the looks of that."  Can't go over it, can't go around it, gotta go under. Well, this isn't so bad. We're down to 500 ft doing 120. Things are going by kinda fast, but we're plenty high. Oh, did I mention the towers?

Starting around the Mississippi there are some very tall radio towers. We saw one there that was 2400ft. Now, we usually fly around at 1000 to 2000 ft, so we went beside that one, but the guy wires come off the thing at an angle of 40 degrees, so you'd best treat them like a cone. Those guy wires cannot be seen and will go through you like your're made of cheese. 

The ones in Kansas are more modest. Mostly 400ft with a a couple 1000 footers. So here we are speeding along under 500 ft, watching the map for towers, straining our eyes through the mist to see the ones the map says should be there (In all our flying his week, I found only one tower that wasn't marked on the map). 

Anyhow, we get scrunched down to 200'ft 'cause the terrain is rising and the clouds aren't. I'm looking down at the iPad, dad's flying. I look up and all I see is white. We couldn't see the cloud before we flew into it. 

SHIIIIIIIIIT!!!! 

We skid a diving 180 faster than I could crap my pants (nearly). We dive for the ground and head the opposite direction, hoping it hasn't closed in all around us. It hasn't, but now we're flying along at treetops in the wrong direction.  What to do. Looks like the badness extends both ways. No holes. Well. We've been out here for an hour fifteen, and we like to get gas at 2 hrs and start to get scared at 2:15. So we start looking for gas. 

Hmmm. How did we get into a part of Kansas with no gas?  Here's a place 15 minutes in the wrong direction. Ok, head there. Wait. Look at the map. No nibs. A bare circle is a runway. One with nibs on the corners has gas. No nibs. Ok, here's another one just 10 minutes past that. Ok, let's go there. 

The ceiling is getting a little higher so by the time we get to "Phillipsburg" I'm making a curling right-hand base into final when we see a giant yellow X in the end of the runway (which means "this is not a runway). No. Couldn't be. Shit. Closed! The runway is all torn up and there are graders on it. Damn. We're up to 2 hours and now the closest gas is either a half hour north or south. We haven't yet seen the north, so might not be able to get through. South we've been. Flew over Hayes an our ago. Problem is, the wind is out of the south so it's more like 35 minutes. Crap. No choice. Lean the fuel mixture, slow down a bit and head south. We're gonna find out just how much gas this thing has. 

The gas gauges are up in the wing roots and work by a cork on the end of a metal rod attached to a pivoting metal cylinder with the numbers "F, 3/4, 1/2, 1/4 and 0" on it. The cylinder indicator is in a little window. When the fuel sloshes around, the numbers float up and down. When the cork hits the bottom of the tank, the number floats to 1/4 and bounces on 0.  When the cork rests on the bottom of the tank, the number quits bouncing and the zero sits there, rock solid. The tanks are tied together and the plane is slightly mis-rigged, so it flies left wing low, and so the left tank always reads slightly higher than the right. 

On this last leg back to Hayes into a headwind, first the right tank indicator started to bounce on zero. Then the left tank started to. Then the right tank stuck on zero. The left wasn't bouncing much when we finally reach Hayes. 23.3 gallons useable. Remember that. 

Ok. Crisis averted. But we're still on the wrong side of the front! We didn't get through and we have to try again, or at least get a little more west so when the front moves east we'll get out from under it sooner. So after filling up we head to the pilots lounge to search the Internet for a hint at a possible route through this soup. Here we meet Mark, who owns the 185 parked next to us and is trying to get from Dallas to Alaska. It looks socked so we all agree to go to lunch in the courtesy car to wait for the weather to move. 

After a lovely half sand and soup at a brewpub with awesome beer we couldn't drink, we thought the same route would open up to 1000 ft ceilings. So we tried again. Those forecasts were a lie!  We found better, but still low cloud, 25kt winds, and pockets of middling to heavy rain. But the ceilings were high enough if we followed the interstate to see through the oncoming clouds and rain better. We also found out how much a 1937 rag and tube plane leaks in a rainstorm. LOTS!  Dad got the worst of it. The flap handle is above his neck and lots of water got in there. 

So there we are, flying 500 ft over I-70 dodging cel towers, which is most easily done by flying directly over the freeway. We go on 15-minute legs from town to town. We only go on if it looks decent. We make it to Goodland whose airport is shockingly in a small pocket of light and 1000ft ceiling. Awe come on. It's just another 15 minutes to Kit Carson and out of the state of Kansas. So we give up on an easy landing and head straight into a huge, dark deluge halfway to Kit Carson. I can barely see the highway below us and am just about to turn around and risk flying right into one of four towers we just passed but dad talks me into staying on heading. We do, and the deluge doesn't last. At the rate it was coming down, it couldn't. 

It's still dark on the other side, but not impossible, and I don't want to go back through that deluge so onward. Well, it deluges it again as we near the runway. We're down to 500 ft due to rising terrain ands he rain is so heavy and the clouds above so dark that I'm locating the runway by the iPad alone. I'm so sure that it's gonna be where it's supposed to be that I throttle back and start to slow down for landing before I see the runway. Thank god it's there. But I still gotta land. 

I wish you could have seen that landing. 500 ft diagonal approach to a sight unseen runway in scud, driving rain and 25kt quartering crosswind in a 1937 tail dragger in which I only have 5 landings. Fucking nailed it. 

I was too busy and too scared to take a video of that landing (I should get a GoPro on this plane) but here is a video of the flag pole at the airport:

As we taxi off through 2" deep puddles a Cessna calls in final behind us. What other nut would be flying in this soup?  Turns out he knows Monocoupes and spent some time with Bud Dake and the other Monocoupe legends and wants to talk to me. He knows all the Blakesburg antique airplane gang and The Creve Coeur guys and he knows people that are putting together a flying antique circus down the west coast on only grass strips this summer. I think this is going to be fun. 

I only exaggerated a little in that story, or a lot. Who can tell. 

Oh, we finally ended up in the exact center of the revolving low at the NW corner of Kansas: 

Couldn't have planned that better. 

Clear skies,
BZ


Monocoupe Entry 4

A lot has happened since my last post and since we are grounded due to bad weather, I'll try to use the down time to get caught up. 

Last entry was the story of two dummies flying a small plane into an international airport to retreive a wallet. I was surprised to arrive at the airport the following day to find no police or prop-clamp on the plane. Nobody wanted to arrest us. What a relief. And it was much easier to leave that airport than to enter it. We were off by 7:30 and flew straight west across southern Virginia. 
Here are some Virginia farms well to the east of the Alleghenies. It was a beautiful and smooth morning. 

Here are the Alleghenies just east of Blacksburg. Here the bumps began and they didn't end until Bolivar MO. I whacked my head on the side of the cabin a couple times, good and hard. 

After you leave the Alleghenies, the hills beyond, still in Virginia or those in eastern Kentucky, all look like this. 150+ miles of this. Nowhere to land and houses in every little crease. Hillbillies. Lots of karst. Lots of coal mines, lots of fracking wells. Blessed Lycoming don't fail me now. 

I'm including no pictures from east Kentucky to the Missouri. No reason, just boring. 

Here's the Ohio. We then passed across the southern tip of Illinois. 

And 20 minutes later we crossed the Mississippi, just about right over my sister's house in Cape Gerardo. 

Trees, trees and more trees across southern Missouri, just north of fort Leonard Wood. No pics. 

Trees turn to fields in west Kansas, and the trees are gone by Wichita. 

So there it is. We flew five 2-hour(ish) legs in one day to get about 1000 nautical miles in one day. And I'm sure you have a lot of questions. Where do you get gas? Rest stops? How do you navigate? How fast is the plane? Why 1000 miles the first day? Good questions, I'll start with the last one. 

See the diagonal line from west Texas to Minnesota?  That was setting up as a severe weather fromt that was forecast to fold like a pocket knife around NW Kansas. We thought there would be a week spot at the fold and wanted to be in Wichita by nightfall to take advantage of that gap to fly through to southern Wyoming on Tuesday morning. We were correct, there was a weak spot there, but it was full of very low cloud, which I will tell you about in the next post. Excellent plan and execution, but bad luck. 

Navigation:
I'm flying a seat-of-the-pants 1930s Golden Age of Aviation racer, ish. And some are disappointed that I use an iPad app to navigate. 
This app is a $67/year subscription with a huge downloaded database of charts. It places the plane on the moving chart using gps data (not flying right now so the plane is at the hotel). It places blips on the map where you will be in 3, 5 and 15 minutes, you can pan and zoom the map, the table on the left is my route, so all I have to do is make the little little blue plane follow the little pink line. Easy! Every runway on the map can be clicked to find weather at that location, including cloud elevations, winds and forecasts, also you see what services are offered at every airport, and finally every restaurant and hotel with 5 miles of that airport, with phone numbers. 

It's a pretty amazing app, but the problem is you can't fly and run the touchpad of the finicky iPad in that unstable little airplane. You need two people. So if im flying, then my 80 year old touchpad illiterate dad is messing up the chart. More on that tomorrow. That's a little harsh. Anyone would have trouble running the fine-click interface in that bouncy little plane. 

The Plane:
Do you know what a Buell is?  Harley sport bike? American iron with no excess anything?  It's like that, with wings. Jumps off the runway in 500 ft. Climbs at 1200 ft/min fully loaded. Halfway dynamically stable which is frickin fun -- you gotta hold the stick. Big honkin engine 2" from your toes and only 1500# gross. Glides like a brick. Stalls out the bottom on landing flare below 60mph if you get too high a sink rate, which slams you down on the runway, which is ok if you hit the tail wheel first. Otherwise you might as well push the throttle back in because your going to be flying again anyway. 10" wheels (big for a small plane) with canoe-size wheel pants. I LOVE THIS PLANE!
150 hp and 120mph cruise. 

Rest stops:
Every Kansas town has an airport, and most of them have onfield staff to help with gas, parking, and they usually have a pilots lounge and a couple courtesy cars. They just throw the keys at you without asking you anything or charging. Just make sure the tank isn't empty. Today I got a white Ford Ferrari.

Here we are driving a Ford Expedition (frickin tank) Main Street Newton City KS, hunting for dinner after a thousand mile day. 
We drove all over this turn of the century town of 10,000 looking for grub and the only place was the first one we passed up. It was a local buffet burger and ice cream joint. So we were headed back there after wondering what the hell people here eat when we were just beat there by a bus load of adolescent kids. So we headed to the truck stop near the airport for chicken fried steak. Monster plate for 10 bucks. Appropriate after a long haul. 

On the whole it was a really good day. Here's dad flying the 'coupe. 

Sunday, May 3, 2015

Monocoupe Entry 3

Well, we bought an airplane today. 

And this plane actually participated in the 1938 national air races. 

But I really bought it because it is really my dream airplane. It's like a Buell motorcycle with wings, and by that I mean that it has lots of power, and very little else. 

Here's a video of it taxiing up after a short flight. 

And I already have a really funny story about our first flight of ownership of this plane. 

We bought the plane, signed papers, and took the rental car back to Hertz at Richmond international, about 20 miles north of the small airport where this airplane was based. We planned to head west immediately and get two hours in (240 miles, enough to get us to Blacksburg) before sundown. We were back at the hangar, all gassed, loading bags in the minuscule baggage compartment when I realized that I'd left my wallet in the rental car. 

To understate: "Bummer..."  

Picture all our options:
1) screw it. Cancel the credit cards, forget the cash and reapply for all my IDs and licenses after returning home.
2) drive back up there and look for it -- 1 1/2 hours wasted and forget about flying tonight. 
3) call.  See if it's there and have them hold it. (Good luck even finding the number to the right place)
4) go online and fill out the lost and found form with Hertz and wait two weeks hoping to get lucky (I call this Nancy option, Switzerland passport story later)

We went for option 5) which is pure Polish logic. "I left my wallet at an airport. I have an airplane. Let's fly up and get it!"

Ok, this is funny. I've owned this plane for an hour, have one successful landing in it, have very little idea how any of the radios work or even where the damn altimeter is, have almost never flown into a tower airport, have not reviewed radio procedures for tower airports prior to this trip (I've been busy at work), and did you know this is not just a tower airport but a regional/international airport and they're landing MD-90s over there? 

And yet this guy who just sold me this airplane and wants me to just disappear, and my own father talked me into thinking this is the best idea. 

Ok, let's do this. 

The map gives the weather and tower frequencies, but we were too clueless to know that they only put that info on the chart for guys like us to call in and say "How do you do and I'm legally overflying your airport, have a good day". It's not for guys like us to call in to land. You have to call Potomac on 126.75 for sequencing. "Oh, OK." 

Here's a tidbit of the the radio exchange:

ME: "Potomac, this is Monocoupe 054 10 miles south at 1200ft inbound to Richmond"

Potomac: "Last calling station, say again call sign."

After a few tries they finally figure out we are the smallest plane you can imagine trying to fit in between the big jets. I think they understood all along but just wanted to point out to us just how ridiculous it all was. 

I was in complete agreement. 

But this is all completely legal and we persist in attempting to land so they finally route us in a 20-mile loop around the south and west sides of Richmond over to runway 25 which is a short, skinny little thing going perpedicular to the runway the big jets are using and is still 8 times larger than we need. We could almost land sideways on it. 

We narrowly missed turning off on taxiway "J" but the thing turns a 180 in its own shadow, so the ground controller asks to flip a U-ey and then they gave us an awesome tour of the grounds, finally holding short of the runway the jets were landing on. Yup. In comes an MD-90 landing right in front of us. We finally taxi over to a corporate jet service called "Million-Air". Not kidding. And they don't offer tie down but can park our little plane in their huge hangar with a bunch of jets for $75 a night. Fine, I gotta get my wallet. Go for it. 

We use dad's credit card (our sole remaining card now) to get a reservation at a nearby hotel that will send a shuttle for us. We talk the shuttle driver into stopping by at the Hertz car return lot on the way to the hotel. At the Hertz counter they send me to the lot, where they send me to the pumps, where the car has gone in the 3 hours since I dropped off the car. On the way I get to know Calvin, who is just working here temporarily to get money to pay taxes on the house he's not living in that his mother left him when she died..."  I guess my day's not so bad. At least I got a new plane. In the office at the pumps I find...  

MY WALLET WITH ALL CARDS AND CASH STILL IN IT!!!!

I gotta send those guys a cake sometime. 

But somewhere, there is a man named Calvin who gave me the excellent advice that "you just keep chugging along and it all works out."  And Calvin knows that there will be a man in Idaho who for a very long time will remember a man named Calvin in Virginia. 










Saturday, May 2, 2015

Monocoupe Entry 2

This is not the first time I've done this, you know. In 2003, dad bought a Citabria with a high-time engine in Cape May NJ. Take a look at a map. It's almost as far east as you can get in the continental U.S. I heard about that and asked if he needed company retrieving it. He accepted and off we went. I can't remember the season, mid or late summer, but on our commercial flight out, there were serious thunderstorms at our stop in Dallas and that's the first time I'd ever seen stewardesses fly. Serious turbulence. Wow. The rest of the trip was uneventful, and I don't even remember what airport we flew into. 


The fellow selling the plane picked us up and within two or three hours we completed the deal and were loaded up and headed north over the Delaware River. 
Flying light aircraft on the east coast is a shock after the west. In the west you can fly for 4 hours and not leave the state. But in the east we were seeing a new state every 15 minutes for a while. We had only to avoid Dover Air Force Base and soon we crossed the upper reaches of Chesapeake Bay and settled into York in SW Pennsylvania, still east of the Alleghenies, for our first night's stay. 

In those days, aircraft GPS were just coming out, but finding a hotel that would pick up from the municipal airport was a trick carried out with a very small, dense book called the U.S. Pilot Guide. It had a list of every airport in the U.S. And what services were available and the relevant phone numbers. Maps were also paper back then, so the way it worked was one person piloted the airplane while the other navigated, picking out terrain or building features on the ground, comparing it to the map to confirm location. This was an important job because there are lots of places you don't want to fly over in a small aircraft, especially around DC. And part of that job was to find the night's hotel. The navigator calls out airports on the path ahead and quickly (sort of) looks up the services for that airport in the Pilot Guide until a hotel is found that is either close, or picks up, or the airport has a courtesy car. Sometimes you end up looking ahead quite a ways before a suitable place is found, hopefully before the sun goes down. You can fly at night, and it's very smooth air, but it's probably not a good idea over unfamiliar or unlighted terrain. 
Not a very interesting hotel stay in York, so I'll get right to the Alleghenies: 


They're known as pilot killers, and I was a bit worried about them until I saw them. They're small! None top 3000ft. Heck, my house is at 2800 ft in Idaho and it's not that high. They run in loooonnnnnnngggg ridges, and there is ridge after ridge. Seems easy enough, but then after a while you realize how these mountains kill pilots. Dense deciduous forest with few landing opportunities in the valleys between the ridges. You go down in there and they will not find you for months or years. And your plane will definitely get busted up, and you along with it.  Better hope you engine keeps running. 

To give you an idea of how close everything is out here, our first leg, should we actually buy the airplane, could be from Richmond to Columbus OH. This plane cruises at 120 mph, and it should be about 2 hrs and 40 minutes flight time hopping straight over the middle of West Virginia. If we make that stop for gas and grub short, we stay the first night in Illinois on less than 6 hours flight time. 

Well, this is getting wordy so I'll try to speed it up. Eastern Ohio is hilly with 70% treed terrain and 30% open fields, and by western Ohio it's the same but flat. Going west, the percentage of open fields continues to grow until you pass the Mississippi, when the tree seem to disappear altogether, except for the the banks of the Mississippi. 

The Mississippi is very wide. The Missouri is not. 

And you know what, I'm just gonna skip over Nebraska and give you this one shot of Wyoming. It's very high. Here we are flying at 8500 ft altitude above sea level and only 300 ft off the ground. We were scraping by under thunderstorms this day so we got a good, close look at the terrain. 

Pocatello was sunny, as was the rest of the trip. 

Here's a part of idaho people rarely see. Lava flows north and west of Poky. Those little holes in the middle of the picture are each large enough to swallow the airplane. 

Dad flew us through the wilderness area between mt Adams, Mt Rainier and Mt blew-itself-up, over the Gifford-Pinchot forest. You get a good look at a lot of roadless trees through here. This is Mt Adams from the NE. 

Here we are delivering the plane to its rightful owner. Mom. 

As for this trip, we're stuck in Denver due to our connecting plane being stuck in Amarillo due to thunderstorms. That will put us into Dulles quite late and we have an early morning tomorrow. 

Clear Skies,
BZ


Thursday, April 30, 2015

The Monocoupe

It's been a while and it's time once again for an adventure. 

Where to begin?

This may seem utterly vacuous, and in fact, it is. I like airplanes, well every type of vehicle, really, but airplanes in particular. Dad always had one when I was growing up and I'm still proud to say that I'm the only one of his four children that never puked in one of his planes. 

On my return from the gulf war in 1991, I asked my dad why he never taught me to fly, and he said: "You never asked."  So I asked, and in 1992 he taught me to fly in a 1967 Citabria, which we then rebuilt: (http://teambluemonkey.com/bzmite/Citabria/Citabria.htm). 

I flew that plane for a few years (ah, I remember my first plane like everyone else remembers their first car, only more so). I've since owned a succession of planes: a 1960 TriPacer (flying milk stool that glides like a brick), a 1950 Mooney Mite, which I bought as a basket case and only recently is it nearing completion (http://bzmite.blogspot.com/), and I am currently flying a 1946 Cessna 140:


It's ugly. It's not much fun to fly, either. My motorcycle has more horsepower, and I think it climbs better too, even without wings. 

Notice that my planes keep getting older. 

But more than just flying, I am a student of what is known as "The Lore of Flight". My first job was at Boeing, where I took advantage of the excellent extended library to read every manufacturer's history that I could lay my hands on. I know what a Lockheed Cloudster is. I have seen a Douglas World Cruiser in person. I know where the only existing Boeing Model 40 is (Spokane). I have read extensively on the history of long distance record flights, and am particularly tickled by the 1939 record flight of Clyde Pangborn (a local flyboy who grew up in St Maries, ID) from Japan to Seattle, that actually ended in Wenatchee in a skid landing to a nearly endless nose-stand. I can look at an infinitesimally small piece of a picture of an airplane and usually tell the make, model and history of the type, and often of the particular plane, if it has any fame at all. I not only have been to Old Rhinebeck, I have a thorough knowledge of every aircraft there. 

It's a sickness. 

So when my dream plane came up for sale on barnstormers.com, I had to work pretty hard to avoid calling the owner for a week. What's my dream plane?  It's a 1937 Monocoupe. What is a Monocoupe?  I'm glad you asked. 

The Monocoupe is a plane that was one of the first of its kind during the age of biplanes. At the time, the only way to make a plane's wings strong enough to withstand the rigors of inept pilots was to make two of then in parallel and brace them heavily with struts and wires between. Hence, biplanes. The Monocoupe was one of the first monoplanes. And most early pilots relished the wind on their face to be more in concert with what was going on. But it's very cold out there in the wind, especially out of season, so when the first few planes were enclosed, they were a novelty. So this plane was novel in its time, and it's name is its description -- an enclosed monoplane, or a Mono-coupe. 

It was the brainchild of Don Luscombe, who in aviation history has gone down as one of the most lovable schiesters imaginable. But his planes always had a mystique about them that none others had, and always an extra 15mph of speed and they always seemed to weigh 100 lbs less than other planes in their class. 

The earliest model came out in the early days of the depression and was powered with a motor manufactured by a car company owned by Don Luscomb's father in law (what did I tell you? Schiester!). It was known as the Velie Monocoupe and was not completely uninspiring:


But for its day it was revolutionary. 

It took a few years of evolutionary modifications until it began to resemble something that could fire the imaginations of flyboys across the country:


It was in something like this that Jonathon Livingston -- yes the pilot who's name was the inspiration for Richard Bach's "Jonathon Liviston Seagull" -- won the stock class of the 1932 National Air Races. Yes, it was the fastest stock aircraft in the country. Livingston then proceeded to make it faster by shortening the wings from 32 to 22 feet and upping the horsepower from 90 to 110. The result was the  110 special. Further refinements eventually turned the type into a 185 hp beast that won the 1947 U.S. national Aerobatics championship. That plane, known as "Little Butch" resides in the Smithsonian http://airandspace.si.edu/collections/artifact.cfm?object=nasm_A19810858000
You can probably see why I like this type. It's the cutest, toughest, fastest pug-nosed bulldog of an airplane in U.S. aviation History. 

Eventually, the efficiency, reliability and simplicity of flat aero engines won out and the Monocoupe type finished its manufacturing run of 300 planes looking like this:


WelÅ‚, they're not quite as cute as the pugnacious round-engined Monocoupes of old, but still mighty cute, and much more practical. 

Here's the one I found:


Honestly, I waited a week to call the guy in hopes that it would sell, then I bought a one way airline ticket to Richmond Virginia to go test fly it -- 3 weeks from the phone call, just to give somebody else time to buy it out from under me. Nope. It's still for sale, and I'm going out there two days from now to see it. 



Monday, February 16, 2015

Austin Marathon

This is less about the Austin marathon and more about the trip. And really just an excuse to practice writing. I like writing. I like reading what I have written. I like remembering a feeling or an idea years later. In my dotage I will read this blog and remember the pain, effort and disappointment of being able to run a marathon and be happy that I once did so. 


Why Austin

Long story. I've marathoned 39 times in the last ten years, averaging 4 per year until last year. Last year I developed a coffee habit, which I guess I can blame on my son in a roundabout way. Not really. You see, Joe has been doing great at college, getting on the dean's list in a very tough major, and generally making really great decisions. So when my daughter, Elaine, mentioned that he really wanted a teardrop trailer, well, I thought that was an excellent idea, and of course I wanted to use it to. Here is a link to the blog of that project: http://bzprojects.blogspot.com. 
About halfway through that blog you will find a picture of a small stovetop coffee pot. I did a fine job of searching the web for good quality, inexpensive accouterments for that trailer, including the coffee pot. That little sucker makes the finest cup of coffee from even crappy beans. I even went so far as to buy a small burr grinder. It made such grat coffee that I tossed the drip machine and brewed my coffee every morning on the stove right next to my eggs. I had the timing worked out perfectly. It was the highlight of my day. Unfortunately . . .
The combination of the caffeine (and I only havd one cup a day) and tensing certain chest muscles all day, sitting at my desk at work caused the pectoral muscles both inside and out my rib cage to strengthen and lock up, the result tightening my paracardium, the facia around my heart, to tighten around my heart until it found little room to beat. This caused stabbing pains in my chest when running fast and inability to run longer distances. It took me a month or so to figure it out with the help of my massage therapist, then four months to loosen. For a while there I could not run. I gave up coffee, of course. Except for the Yakima marathon I missed the 2014 season completely. But when biking season ended, I went back to running with my remade chest cavity. 

I have had a printed list on my cubicle wall, of the 50 largest marathons in the US, for the past 6 years or so. Chicago is first with 42000 finishers. Boston is in the top 6 with 25000, but of course you know that that marathon is self-limiting. Many more would enter if they could. I have crossed off 8 or 10 of the list. Austin is 23 at something like 4500 finishers. 
The reason Austin is interesting for a marathon destination, for me, is mostly the date. I give up bicycling in mid October due to the declining temperature and hours of daylight at the latitude where I live, so I must have some exercise and that is running. Not less than 35 miles a week will keep me from  falling victim to middle age weight gain, so I run 5 miles in the early morning darkness of each weekday throughout the northern winter. Come February, I've usually expanded my mileage to an average of 40 miles/week and am casting about for a suitable marathon. 
Only three fit the bill: 1) Olympia, 2) Lost Dutchman, and 3) Austin. Olympia loses out mainly on its prosaic nature. Who wants to go to Olympia in February?  And my parents live there (normally a draw, but not enough to compel me to go there for a marathon). The Lost Dutchman almost got me for a couple reasons. It begins in the foothills near the Lost Dutchman Mine east of Phoenix. It has near legendary status among runners for the Beaty and serenity of the course. It only has about 500 entrants. And it's near Phoenix, where Garmin has a development center for aircraft avionics. I could take a resume and interview. Austin, though, has music, an SEL office, where I can work for a week while acclimatizing without taking much vacation, and I know three musicians there. Maybe we can get together and jam. Austin it is


Penny wise and pound foolish

I like to wait until three weeks before a marathon to register and buy airline tickets. Marathons require six months of injury-free running and hundreds of miles to prepare for, and so many things can go wrong. But three weeks before the marathon the final long run, a twenty miler, culminates the bulk of the training and then I "taper". So if I survive the training to the point of the taper, I feel very confident that I can spend money on registration and travel that won't go to waste. This practice eliminates hard to enter races like Newport OR and St. George UT, but most races are still in play. This also is just long enough lead time to get me reasonably low airfare, usually on Southwest. 
Modern software tools on mobile hardware, we currently call them "apps on an iPhone" allow me to efficiently search all flights to and from Austin for the best rate. And it's easy to minimize the cost by choosing less-busy travel days. So without even checking for hotel prices or availability, I extended my trip to eight days, midweek to midweek, because that was the cheapest and I wanted time to acclimatize to the area. I've been running for months at 38 deg and 0 humidity, and Austin will be as high as 70 and 80% humidity. Better let that sink in a bit. 
I called a friend and past bandmate and arranged to stay at his home for the first three days of the trip and then I would rent someplace much closer in as the race approached. He lives about 10 miles out in the hill county to the west. Plus I subscribe to the old saw:
    "Company is like fish . . .  After three days it starts to smell."
Unfortunately I failed to find a room before I left for the trip. My first few days were secure, and I thought it wouldn't be too difficult, and sometimes I'm just lazy (says the marathoner). As it turns out, Austin hotels are $300 a night! So once I arrived I hit the computer hard looking for alternatives. I tried out airbnb for the first time. I looked cool, but I found out later why the most oft-repeated review compliment was "responded in a timely fashion". I located a waterfront condo on ladybird lake and applied Wednesday to stay for four days starting Thursday. Then I found out that the renter has 24 hours to respond. And my credit card my be charged the full amount until the 24 hours is up. So I waited. And the owner never responded. So I was out 24 hours and still needed a place to stay, now tonight, for both me and my brother in law, Ken. 
On Priceline I found a hotel within a half mile of both the start and the finish of the marathon and it was $229 a night if I stayed the whole six nights. Double queen. I was out of time so I took it. With parking and other incidental fees this marathon is costing me something like $3k. I usually like to keep my marathon costs under $500 for anything within 500 miles (local) and $1k for any trip requiring airfare. I sure blew this one. The 8 day thing just didn't work out. 


Austin

Austin is a funny little town trying to be big. It has no real history other than being the Capitol of the state of Texas. No industry, except what the high tech stuff that has moved in north of town in the last ten years. No Alamo. No famous battles (see the picture of the woman lighting off the cannon below for the sole exception). Despite that, the town has managed to portray itself as a forward thinking cultural center. It takes credit for all music within an 800 mile radius. And it likes to think of itself as "green". I would say that only 10 to 40% of its reputation is true. 
True, there are bike and walk paths aplenty win 3 miles of downtown. But you cannot in any way ride a bicycle to work up by the arboretum, where SEL has an office. Impossible. You will die. The music I heard was decent, though I never had a chance to listen to any really good shows--the kind you must get a ticket for. To be fair, though, I wasn't really there long enough to see any good shows. 
The town is arranged on a SSW facing slope down to the edge of an artificial lake made from the Colorado River (no, not that Colorado River). It's a somewhat nice setting. 




6th St.




The Food
Texans sure know their BBQ, but that's not all. They're amazingly good a flavor combinations, peppering to precision, and hot for good reason, not just to be hot. Seriously, I enjoyed so many wonderful, inventive, experimenting flavors this week. If I truly want to learn to cook, I must spend some time here and other places south. These people care deeply about food. 

Here's a menu snippet from a place that only serves hot dogs. I think it was called "Franks". Funny. I ordered the Carolina Pork It. Just look at it. A top grade dog, wrapped in bacon, deep fried with a topping "grilled" cole slaw?  Who thinks of grilling cole slaw?  Ok, in fact, the coleslaw was great, with nice heavy mayonnaise flavor, slightly horseradish spicey. But I noticed no hints of grilling. It was a really awesome dog, though. 

Wow! Amazingly flavorful shepherds pie at a local Irish pub. Here's what I texted nan while I was eating at Fado's Irish pub:
Salad chock with just the right combination of nuts, craisins, pickled beets, arugula (lots of that here) and a wonderful oil-heavy raspberry vinagrette. The tomatoes are so acidic that they attack the roof of my mouth. 
But the pie!  
Top notch ingredients in the stew almost minced into a thick brown sauce that is flavorful, wonderfully textured, and well seasoned, even salty but with almost no hint of salt. Worcestershire?
The spuds are smooth, with just a hint of graininess, and baked so that the ridges are just browned. Incredible. Wish you were here. 
Every chance I got, I tried something new. The BBQ places were amazing. There was one -- "Rudy's" -- that was at a gas station. That's what Carl said but I saw no one pumping gas. Actually, the place looks more like a KOA. It's a large log A-frame as e center part which contains the smoker, tellers and customer line, with surrounding large porch roofs attached to the main building. Under the porches arelarge log picnic tables. Normally open air, in winter there are vinyl windows zipped over the openings and the large, ducted heat vents deliver a surprising amount of warm air down to the customers via oscillating fans, which in summer, cool. 
One thing I learned in Austin was that BBQ is about the meat, not the sauce. The sauce is nice, and added by the customer when dressing the meat either plain or on a sandwich. The meat varies, but is most often beef brisket. Some turkey. Some sausage. Some of the brisket is cooked most, some lean. This place had a 16 ft wide smoker, about 4 ft deep and 3 high. The fire is mesquite, stoked from the customer picnic table side of the wall. 
Six teller positions take orders across a single counter. Each has a scale and paper ("Texas fine China") and what looks like a Pepsi crate is the basket. The single file line snakes up to the left side of the counter around a 20 ft long ice chest full of bottles of beer and soda. Bottle openers are mounted all along the side of the chest to encourage customers to drink while they wait in line. 
The tellers are talking a mile a minute, each to his own customer, asking details about the order. You order the meat by the pound. The teller walks back to the smoker, cuts off the desired weight of meat and slaps in on the "China" on the tray. Ask for bread and sides of cole slaw, cream corn, etc and it too is dropped into the tray. If you've never been there before, they send up a cheers that is echoed behind the counter. If you're from out of state, they give a state cheer, each teller Cherring "Idaho ho" in the middle of dealing with their own customer. 
The meat is smoked over mesquite for 8 to 12 hours prior to serving. The meat is rubbed with spices, mainly pepper prior to going in the smoker, and a thin rink of the flavor resides on the edges of your cut. Brisket, which is the tough chest cut of beef comes out of this process so tender that you barely have to chew it. You can break it apart with your tongue against the roof of your mouth and it dissolves succulently on your tongue. Wow. Great BBQ, from a gas station. 


The marathon

I didn't take my phone with me so I have no pictures of the marathon. So here is my prose description of he event. 
I was really trained up for this one. I had miles. Not enough speed work, but plenty of miles. At the end of the bicycle season I found myself light on the number of commutes for the year. I like to get a minimum of 74 commutes, or 1/3rd of my yearly work commutes (yes, you only work 224 days a year, what with vacation, sick leave and weekends). And I was short because I got lazy early on rainy days in June. 
So I biked 5 days a week from sept 21 thru oct 14. The first two weeks I felt like a zombie. Then the third week I felt like superman. So I figured I'd try that running: I would work up from 3 miles a weekday to 5 per, in half mile increments, and then a long run on Saturday. After I leveled off at over 40 miles a week I did feel like superman once every 3 or 4 weeks, but it was pretty sporadic. I ran in snow and rain and friggin cold. Every damn day. 
I've been working through the heart problem I mentioned before, so I was just going for a base. No speed. I only did 3 days of intervals (4, 6 and 8) late in January, just when I decided to run Austin. It wasn't enough, but I wasn't going for speed on this one. I was just going to plod through at 9s and finish strong. But it was not to be. 
I didn't even look at the course or elevation before the day of the run. Even though it was only 500 ft elevation, it was surprisingly hilly. Who knew?  Everyone thinks Austin is flat. It's not. Rollers. Small undulating hills of 50 or less are awesome on a bicycle, but heart rate raisers for runners. Me especially. I don't get enough rest on the downhill to make up for the effort required for the up. Tbd look up total elevation gain on that course. I bet it's over 1000. 
The race starts at 2nd and Congress, 10 blocks below the largest Capitol building in the US. The first hill was soco (south congress), right out of the gate. 300 ft over 3 miles. It's not a steep hill, but enough to keep my heart rate at 155. Too high too soon. The course comes back into downtown on Lamar, then out around Tarrytown. 
By mile 10 we're 3 miles west of the capital and the half marathoners split off to return to the start/finish. Marathoners head north for 3 miles of rollers until tbd military base. We then cross to the east side of the MoPac and head north 4 more miles. At 17, the course goes east for a mile and then wanders around just south of 183 until mile 20, when it finally heads south, finishing through the campus of the university of Texas and the Capitol. 
I suppose it's meant to be a scenic course, but the only decent scenery is congress, lady bird lake and the Capitol. Even the stint through UT only goes by the stadium. Same view cars on the street get, down in a hole dwarfed by the foundations of the stadium. And the arrangement makes the worst use of all of the Jill's. The uphills hurt a lot and the downhills rarely help. 
The second problem is temp/humidity. It was mid 60s on the second half, low due to overcast, but the humidity was in the 90% range due to a coming wet cold front. Too much cooling work for my poor heart. I'm used to 36 deg and 0%. 
I held to 9s for the first three miles at too high a heart rate, then 2 minutes up on 9s coming down Lamar, which only dropped me into the high 140s, a number I would seldom see for the rest of the race. At my best, around mile 10 I had an 8:44 average, and it went to 8:48s through the rollers and mile 13. I started to struggle with my heart rate at 16, having to pull back on effort every now and again to keep it under 160, then it blew up at 17. I had to start walking the top of every mile at 18 just to bring my heart rate back under 150. Any slight hill sent it to 163 (max). And when it hit that it would hurt a bit and send me gulping for air. Clearly, something is still wrong with my heart. Not sure who to have look at it. 
I finished at a miserable 4:14. Not bad considering I was shooting for a 4:00 but a whimpery run and my second worst time ever. 

Night-seeing the Capitol and the university






The hill country

I wanted to take one or two days to drive around the country to just get a feel for how people live. The lay of the land, etc. I thought I would drive down to the gulf coast, only 3 1/2 hours away, but I couldn't arrange two days away from the Austin hotel. And 8+ hours of driving prior to a 5 hour flight and then 2 hours more home from spokane was just too much to contemplate. So I took Rene's advice and went to Luckenbach in the hill country to the west. Only an hour and a hour each way and lots of time to get out of the car and walk around.
I left the hotel at 10 after a leisurely lay-in and by 11am had wandered my way 45 miles west 7 miles off track to Pedernales State Park, on the Pedernales River. It look like just the thing. I had given up all my cash the at Uchi's the night before, so I had to find a teller in Johnson City and then back track to the park. 
It was just what I was looking for. It was a beautiful, sunny, cold clear day, like spring in Idaho, and I sat in the car with my eyes closed for 10 minutes before heading down to the falls. Very interesting falls, these. The channel is about 50 yards wide, 10 yards deep and scoured limestone. The uplift angle here is about 20 degrees pointing toward the oncoming water and it got to be the way it is from the flash floods. Warning signs abound saying something to the effect of "If the water starts rising, get thee to higher ground. A flash flood is a comin'!". 
At low water, very little water runs in the course, and 10ft deep lakes rest in large holes carves out of the rock by previous torrents. I walked upstream a ways, and by walk, I mean walk upstream 10 yards up a slight incline, then scramble down a 3 to 6 ft angled wall, then repeat. It look the the roof of a dog's mouth, only upside down and much larger in scale. I goofed around the park for another half hour and then headed west. 

Further west on 290, I ran into LBJ's ranch. 
Wait a minute. I had better back up and describe the hill country. Firstly, I don't understand the geology or the soil. I don't understand why the terrain east and south of Austin is flat, and that to the NW is higher, and hilly. I know not what underlies the flat, but limestone -- layers and layers of it, underlie the hill country. It varies in color from banana cream to a nice creamy off white. It usually lies in flat layers, but can wriggle in swerving shallow uplifts, as I saw exposed at Pedernales Falls.


The limestone itself is beautiful stuff, when well quarried from select locales. 



Take a look at the photos I have included of a building on the UT campus. This stone was mud millions of years ago, and it has preserved the remains of hundreds of mussels, now exposed on the petrified walls of this building. 
Back to the hill country. The hills rise and fall at no more than 50 feet per mile and 300 ft from peak to valley. But it does so in such a comfortable and creative pattern. The slopes are gentle so the contour lines are only followed, while hiking, for their aesthetic appeal. Ridges are high enough to hide and exquisitely reveal views but not high enough to intimidate the hiker. 
The soil is shallow and the grass must be manipulated to achieve anything even remotely green, with either water or replacement with a variety more suited to the locale. The trees, mostly live oak are at once large and small, encroaching and sparse, creepy and becoming. The trees are tall enough to make a good view from the road rather occasional, but they don't seem tall from a car. I'd say they average between 20 and 30 ft tall, which is large enough to park you car beneath low hanging branches. When given adequate room, say a 100 foot radius free from other trees, the achieve a beautiful semi-spherical shape. Some have branches the grow from 10 feet high on the trunk, down to the ground and out to the outer perimeter of the tree, allowing a sure-foot woman to walk up into the tree on a sort of ramp. 
Areas left natural have an assortment of brush and scrub cedar trees that make walking difficult, but where man has ranched for any length of time, especially monied cattle or horse ranches, and now vineyards, the scrub has been cleared and grass grows more lush, but not tall enough to require cutting. I can only imagine these tree-arched glades as one of the most idyllic moonlit settings I could imagine. I can definitely see the appeal of this place. It is quite romantic, in a redneck sort of way. 
Ten miles from Luckenbach, on the north shore of the Pedernales River,  I found LBJ's ranch. 


It is an unassuming two-story ranch house of about 3000 sf, set beautifully on a small rise above a man-made pond. A concrete causeway with a 3ft dam on the upriver side allows water to trickle over the wall and across the entire length of the road across the river to the house. The road is now closed, but it creates a beautiful setting for a lovely little working ranch. 



To get to the house, you must drive a mile downriver, and along the way back on the north side a small cabin sits among a grove of pecan trees on the right, away from the river, and a low stone wall encloses the resting place of president Johnson and his ancestors. Within the enclosure, five large live oaks spread their low branches to form a most appealing canopy. I am a conneseur of cemeteries -- I often walk among the headstones of the older ones I've found, reading the names of the deceased in a strong, warm voice so that the spirits my once again hear their names and remember -- and this is just about the most serene setting I have ever seen.