Chapter 33 Galveston, oh Galveston

First, some Maintenance woes.


On Thursday, I went to the airport for the weekly ABS (Airport Bum Society) lunch and to check on the nav light. I didn't automatically get a new bulb for several reasons: that side has had ground problems before, that side was where the wingtip was replaced, probably making a new ground problem, etc..

After lunch, I went to the hangar and started in. Remove the cover and lens. The bulb appears intact with a good filament. Power on and jiggle, no light. Remove bulb, clean base and check with meter. Apparently good. Re-install and jiggle. Power on and jiggle, light comes on. Twist slightly to secure connection and the bulb comes loose from the base. Power off and try to remove bulb. The entire bulb portion comes out, leaving the base portion in the socket. Remove wingtip to get at the back of the socket. Drive base out and reassemble wingtip. I'll get a new bulb tomorrow and replace it before we leave for Galveston Saturday.

And after a slight delay...


By Thursday Night, the forecast is saying that a flight to Galveston Saturday, returning Monday is a probable go. Friday, I run to Tex-Air to get the bulb and finish my planning. All set, the forecast Friday night says good weather, if slightly cool, through late Tuesday. So on Saturday morning we depart the house shortly after nine. All I have to do is put in the new Nav light bulb and we are on our way. A possible minor change is having to make a fuel stop on the way to our lunch stop at College Station.

I go in the hangar, remove the screw from the light cover. The cover and lens pop into my hand and then the lens takes flight. Up onto the top of the wing, wobble down a way and then off the leading edge, committing suicide on the concrete floor. I sweep up the pieces and tell Sandra that we have a problem.

Earl doesn't have one. The Citabria in the hangar doesn't belong to Earl, so he can't say I can "borrow" one from it. Dave doesn't have one on hand, nor one I can cannibalize. But the Maintenance shop on the north end of the field might. Sure enough, they have a Cessna in for major wing repair on the left wing. Armed with the lens from that wingtip, it is back to the hangar again. Install the bulb, check that it is burning and put the lens and cover back on. Preflight, pull out and we are ready to go.

It should be a less than 2 hour flight to CLL, and my check shows nearly 30 gallons on board. Airborne and passing over Garland, I decide that that would be cutting it close, so we deviate into Mesquite for a little more go juice. Nice pattern to 35, punctuated by my first real bounce in some time. I added just enough power at just the right time to produce a real feather light second landing. Taxi up to the pumps and put in 25 gallons. Hike to the FBO and potty, just to be sure and off we go again.

Pick up Flight Following from Dallas Approach and climb to 5500'. It is clear and smooth and we can nearly see forever. Over the Cedar Creek VOR and outbound to College Station. Between Mexia and Fairfield, over Teague and then Lake Limestone. We pass five miles east of Franklin and about 15 miles east of Hearne, we have College Station in sight 15 miles ahead. Houston clears us for descent and turns us over to Easterwood tower.

"Easterwood Tower, Musketeer Five Niner Four Lima Bravo, 15 miles north descending out of 5000, inbound."
"Five Niner Four Lima Bravo, Report downwind to 34"
"Four Lima Bravo will report downwind to 34."
Then, "Easterwood, Cherokee xxxxx, five miles south. My passenger just threw up and the smell is making me sick. Would like an expedited landing."
"Cherokee xxxxx, Straight in to 28 or 34, your choice. Will you require medical assistance?"
"No, just cleanup. Although I may kill this guy for the mess he made. Uh, we'll take 34."
From me, "Four Lima Bravo. Uh, just don't contaminate the runway."
From him, "We'll try to keep it all inside. I hate it when this happens."
Further transmissions between tower and the Cherokee as he lands and exits the runway, ending with, "Do you need any further assistance?"
"Tower, just give me five minutes with this guy, then call EMS."
"Four Lima Bravo, we have you in sight entering the downwind. FOD Check on 34 is complete. You are cleared to land."

We were still laughing so hard I blew right by the first turnoff and had to taxi down to Bravo to get to the FBO. Sandra picked up the keys and we got into a sunbeaten but good running maroon (What else in College Station?) sedan and went looking for a place to eat. We found a place on south University that served soup, sandwich (on croissant) and a biegnet. Any one of those items were good, but the effect of all of them almost induced euphoria. Anyway, back to the airport, saddle up and taxi out.

The plan is Victor194 548, but instead of turning towards Hobby, to continue on until south of Sugarland. When we contacted Houston Approach, they offered both of those choices. We opted to go around. Within minutes of takeoff, we are on the radial, passing between Brenham and Navasota. At 3500', the air is much bumpier than it was when we were higher. But we are making good time. Soon we are approaching Katy with all of Houston spread out to our left. Just past Sugarland, we are directed to descend to 3000 and turn left to 110.

If you look at the Houston Sectional, from Galveston, there is a highway and railroad track that run in a straight line from Galveston to Houston Southwest airport. If the line were continued on to the northwest, it would pass just south of Sugarland. At the time we were directed to turn. This "path" to Galveston was clearly visible and the heading given will take us right down it.

This path takes us over Alvin and Hitchcock where ATC releases us for the descent to Galveston Scholes, across the narrow neck of the bay. 31 is in use, so the downwind carries us out past the Seawall over the gulf with small breakers making white lines parallel to the beach. On base, I catch a glimpse of a large ship outside the pass. I don't have time to look as I am busy trying to correct being high. Steep descent on final and a decent landing. Taxi in, park and shut down. Three point two on the clock and we are finally in Galveston!

Galveston, at last.


Go potty, back out to the plane to meet Sandra in the rental and unload bags, Button up and insure that the tiedowns are secure, then off to town. We come out on the seawall at 81st street and turn towards town. Pull off and park to make some "first impression" pictures. Then on down the seawall past our motel at 14th to 2nd. Then up to Harborside and back to the strand district. Cruise that area in several directions. It appears like a small version of the French Quarter in New Orleans.

Check in at the motel and clean up some. Then we hit the Seawall again, this time all the way to the west end and back. The houses on stilts are a funny sight. Garages, carports, utility rooms, etc on the ground and what appears to be normal houses, ranch, duplex, colonial, all styles sitting on top. Even a couple of geodesics on stilts. Back to the room to pick up a couple of forgotten items and look up a place for dinner.

We select a place on Offatts Bayou which advertises that the natives eat there. It is nearly deserted when we get there. Maybe the natives don't do dinner on Saturday night. My gumbo was excellent, but the fried oysters were only passable. Sandra's shrimp was good and the "atmosphere" virtually non-existent. By the time we finished, the place was filling up some.

We wandered around this area some and then headed for the motel to map out tomorrow's plan of attack. We had collected our usual stack of tourist brochures from the FBO, the Motel etc. After listing the places we wanted to go, and plotting them on the map, a sequence was agreed upon.

Leaving the room at 9:30, we find that the motel breakfast closes at 9:00. We cruise the strand area looking for a place to grab a bite and finding none, opt for the Shipley's Donuts on Broadway. I love Bavarian creme filled and the coffee was good.

Back up to Pier 21 and the Elissa. We spent an hour wandering around the ship and then to the museum. If you think you have it rough, think about those who sailed the high seas 150 years ago. From there, down the waterfront past the oil platform and down the pier at the shrimp boat basin. Kill time until 1:00 and then the Great Storm presentation.

From there, out across the causeway to Pelican Island and Seawolf Park. Wander around there a while, take pictures of the submarine and destroyer sailing on dry land and the Selma out in the bay. The destroyer (USS Stewart) is not a ship of note, but the submarine (USS Cavalla) sank an aircraft carrier during WWII. The Selma was built of concrete during WWI as an effort to save on critical materials like steel. She was launched too late to see service during the war, but sailed regularly until damaged in the mid 20s. Attempts at repair were unsuccessful and she was beached and abandoned off the north side of Pelican Island.

Back to town and a quick snack before visiting the Bishop's Mansion. This house was built in the 1880s at a cost of $250,000. When the family had no further use for it, it was sold to the Catholic Diocese in the 20s. The house, across the street from Sacred Heart church is now worth many million dollars. The interior was all finished on site by some of the best craftsmen to be found. The woodwork is phenomenal. Each room is done using a different wood. There is oak, blonde mahogany, walnut, cherry. The staircase to the second floor is magnificent.

When we finished there, it was too late to tour the Moody mansion. We headed for the east end of the island and Apffel Park. We walked along the beach and out on the breakwater as far as we could. Some of the fishermen were having some success catching huge Redfish. At the east end of Seawall Blvd., Is the foundation of a gun emplacement which was part of the harbor defense during WWII. The round concrete block today is notable only for the graffiti painted on it, but the activity in the channel is nearly continuous.
Back to the motel to prepare for and select a place for dinner. We settled on Gaido's. Fair wait even for Sunday evening, but well worth it. Excellent food, well prepared and served in a relaxing atmosphere. After dinner, we walked it off by touring the Festival of Lights at Moody Gardens. This walk, around 2 of the 3 pyramids, was lit by light outlined figures of virtually every Christmas story and fairy tale. Many of the figures were animated by the lights. We probably enjoyed it as much as most of the pre-school kids. First, we didn't mind the walk. Second, we could easily recognize the story being illustrated.
Back to the motel for the night.

Riding the roller coaster again


The plan for Monday is to fly up the Bolivar peninsula and then north between Houston and Beaumont. We will detour northeast to Kountze-Silsbee, Hawthorne, Hardin County, 45R (Take your pick, we heard it referred to by all those names) to meet an AOPA webboard member who has been bugging us to visit. The morning is gloriously clear, but with more than a little wind. The wind seems to be mostly from the south, so we may have a tail wind. By and large, that is the last good news all day.

In the "continental breakfast" at the motel, my waffle sticks and tears up. At the airport, the line crew doesn't come out to open the gate to the flight line until after we have all the bags unloaded in the parking lot. I have to ask twice to get the fuel truck. The weather briefing says winds aloft will be 220-260 at 35 with mild to moderate turbulence below 8000'. We schlep the bags to the plane by hand. The door gives us some trouble getting it open (I need to replace that door latch).

Surface wind is 190, so we taxi out to 13. About 1000' down the runway is a dip that throws us into the air a little sooner than the plane was ready for. We mush along fighting the gusts with the stall warning chirping until we get a little more speed. Out over the gulf and then back over the island, climbing out on downwind.
We come back over the docks and then turn north east over Pelican Island. Across the pass over the Selma and the dozens of ships coming, going and waiting for their turn to enter the port. I pick up flight following, telling them that my intent is 2500' to High Island then north to Sour Lake, then to 45R. Between Bolivar and High Island, they ask me to go to 3000'. No problem. The forecast turbulence is not noticeable.

Turning north, we can see Houston to our left and Port Arthur to our right. The air is not smooth, but not rough either. We are making good time and soon pass over Winnie (T90) and can see Sour Lake ahead. Soon after the turn at Sour Lake, Beaumont tells us to report Hardin County in sight. We're looking. It's 11 o'clock and 10 miles. We have trouble clearly identifying Kountze and Silsbee. The airport is between them and the runway will be exactly perpendicular to our course, the worst condition for finding an airport that is in a heavily wooded area and not actually on the edge of a town.

Kountze is a skinny built up area along a highway, also perpendicular to our flight, so not easily identifiable.
"Four Lima Bravo, Hardin County is 10 o'clock and 7 miles. Report field in sight."
We're looking. I suddenly realize that the square lake at 2 o'clock is at Evadale, about as far east of Silsbee as Kountze is west. I look back to the left and am now looking down the highway that Kountze is built along. I can now see Kountze. I swing my gaze back to the right and am looking down the runway at 45R just as it comes out from under the wing.

"Beaumont, Four Lima Bravo has the airport in sight, finally."
"Roger, Four Lima Bravo. 9 o'clock and 1 mile. We would have offered you vectors, but you were headed right for it."

No Unicom, so we are on our own for landing. From smoke and water ripple evidence, 13 seems best, but not by much. As we descend, it gets rougher. The pattern is decent, but a downdraft on final shakes us a little. The landing is reasonable for the conditions, but I needed a little more aileron into the wind after touchdown. We taxi in to an open but deserted FBO. I go potty and call Merf's beeper, then go out to look around. When I come back in, Sandra says that he called back and is on his way.

Movement out the window catches my eye. The Mouse (parked tail into the wind with the door(sail) open) is slowly headed across the ramp to make kissy face with the beautiful Seneca on the other side of the ramp. Out the door, grab a set of chocks and go push the Mouse back where she started. Chock the wheels and close the door.

Merf arrives while I am catching my breath. We go inside and talk for a few minutes, then back outside where I give him a complete tour of the Little Bird. He is properly appreciative, and I would have offered him a ride, but I only wanted to brave that crosswind one more time. We soon pile into his new 4 door pick-em-up and head for town. After a short sightseeing tour, we go to Mama Jack's for lunch. Good baked chicken and cornbread and better conversation.

Back at the airport, we pull the Mouse over to the gas pump and fill her up to 45 gallons. I am still hoping for a tailwind on the 2 hour flight. After the good-byes, we fire up and taxi out. The sock is swinging between 200 and 240 and mostly standing straight out. The takeoff is not pretty. Even with lots of right rudder and aileron, we were drifting to the left as we accelerated. Airborne, it was a real struggle to keep near the runway until we were several hundred feet up.

The downwind puts us right on course for the Lufkin VOR. We climb through the turbulence towards 4500' and pick up flight following from Beaumont. Level, the turbulence is really mild to moderate as advertised. Since the AIRMET was for below 8000', going higher would mean going a lot higher, so we tough it out. It was like riding a bronco on a roller coaster.

The wind here also has more of a westerly component than advertised so it will not help our groundspeed. The magnetic course to Lufkin and Frankston VORs should be about 310. I am having to fly 260-270 to keep anywhere near course. We pass between the Lufkin airport and the town of Diboll and it is apparent that our forward progress is not very rapid. Outbound from Lufkin and then inbound to Frankston, we soldier on. Past Alto and Rusk, the Cherokee County airport and town of Jacksonville. Then, alongside Lake Palestine and outbound from Frankston. Near Canton, the turbulence suddenly ceases and we are in smooth air. A chance to relax a bit before landing.

But the wind is still there. Passing north of Terrell, I take a heading that would take me over the Highway 67 bridge at Rockwall. I just barely go south of the dam on Lavon, 7 miles north of the 67 bridge. No biggie, home is now in sight.

McKinney is reporting 190@22G30 with peak gust of 36. That makes the equivalent crosswind 15 knots. Another not so pretty but successful landing. Taxi back to the north end and turn in to our row. The people in the next hangar up are cleaning house. They have pallets of stuff out on the ramps on both sides with just enough room to drive a car or forklift through. Shut down and wait while they move enough of it that we can pull the Mouse on down to our hangar.

More maintenance.


Tuesday, we rest. Tuesday evening the forecast is for snow on Wednesday, So Sandra goes to her Sister's in the evening to get ahead of it for a quick trip to Jackson, MS on Wednesday. Sure enough, it is drizzling Wed morning and it turns to snow by 9:00. That evening, Sandra reports that they drove to Mississippi in cold rain, but no sign of freezing.

Thursday morning, I run to Tex-Air and pick up nav light lenses. Two red, one green. I have just bought insurance that I will never drop another one. Out to the hangar, replace the one on the Mouse with a new one and take the loaner back. Then finish my Christmas shopping.

Christmas day is beautiful. Clear blue sky, bright sun and little wind. We spend the day at a nephew's with the family. Each time I go out the front door, I can see planes in and out of Mesquite, some 2 miles away. Sigh....
The high clouds that moved in Saturday evening presaged lower clouds on Sunday. Wind on Monday and clouds on Tuesday, etc. My flying is done for 2004 with a total of 85.2 for the year. This is a nice recovery from the 3 months of inactivity.

I start looking for door latches. Also, I need to replace the left tank drain and probably the right one. After locating and ordering the latch, I start looking for the drain. The part number shown in the book carries a price tag of $250. I replaced the center drain for $7.50 at annual, so that has to be wrong. The suggestion is to drain the tank, remove the old one and take it to Tex-air for comparison.

The door latch arrives on the 4th, and it is apparently the exact same latch assembly as is currently on the plane. This is good. On Saturday the 8th, I go out to replace it and drain the left tank. I stop by Dave's and tell them not to go to lunch without me, then down to the hangar to work. Remove the door panel and the old latch. Holding them side by side, the only difference I can see is that the stamping of the data is in a different place on the frame. Other than that, it looks like the same stamp was used: same typeface, same wording, same spacing, and all the same data. This is very good.

First problem arises! I can't get the pin out of the inside handle. I have limited tools available in the hangar, so I go back to Dave's and find a drift punch that will drive it out. Back to the hangar and put it in, right? Wrong! The outside part lines up perfectly with the "hole" in the paint but the inside parts won't seat. The pivot pin for the striker on the old one only carried as far as the keepers. The new one is the full width of the frame. The slot in the door frame will only clear the keepers.

I am going to have to gnaw enough out of the inside corner of the frame to clear those pins. Ah, well. They were beginning to gather for lunch when I was driving the pin out. So I take both assemblies down to Dave's to show my problem and get any other thoughts on a solution over lunch.

After lunch with the entire assembly of the ABS, I return to the hangar with 5 lbs. of tools and a ton of advice and opinions. After trying several other options, I (Dave's idea) finally take a hacksaw and cut across the inside corner of the door post above and below the original slot and deep enough to clear the pin on the face and inside of the frame. Then with the hacksaw cut down and up from the original slot to the new cuts. Dress off with a Dremel and try the new latch. Just fine!

Assemble the assembly, re-install the inside door panel and install the inside handle. Whoops, the new handle wont go far enough onto the square bar to insert the pin. Check against the old handle. The new handle is the same from the top of the handle to the pin hole, but from the hole to the base of the handle is about .25 inch deeper. No wonder it won't go on far enough, not enough of the square bar is sticking through the door panel to allow it.

Take both handles over to the bench grinder and carefully gnaw away on the base of the new one until the base to hole distance is nearly the same. Then re-polish the base. Worked just fine. Tighten everything up and check out. Works just great.

By now, it is raining outside and we ain't gonna drain a fuel tank outside in the rain.

Tuesday the 11th, it is cool but sunny. I have 2 clean pool supply plastic buckets for draining the gas. Go to the hangar, pull the bird out onto the apron and get the buckets. Since I can't get more than a drip (continuous) out of the left wing drain, I have to drain the tank from the center drain. It is a little breezy, and by propping the bucket up on some scrap 2X4s, it is close enough to the drain that the gas isn't blowing all over the place.
Since the other bucket is smaller (shorter) and the wind is a problem, I am draining a gallon or 2 into the bucket and then carefully pouring it into the right tank. Then repeat. Then repeat, etc. Finally, no more will drain. Push the bird back into the hangar. Go get Dave and go to lunch. Come back with Dave after lunch to pull the drain. A 1 1/8 inch open end wrench does the trick, except..... The nut on the inside of the tank has no keeper. Once it is loose, by hand, pull assembly down and turn until it comes off. Do not disturb the airplane or we lose the nut forever in the bowels of the fuel tank.

Take assembly back to Dave's where we disassemble, sandblast and polish. Replace the 3 O-rings and re-assemble. Looks great! Back to the bird house to re-install. Took some fiddling to re-engage the threads with the nut. Took some more fiddling to get the right amount of downforce to hold the nut on the inside while the assembly was turning. Finally got it back finger tight and the good old open end finished it up. Carefully pour some gas back in and look for leaks. None observed. Take a fuel sample. Gas is very dirty (as expected), but the thing re-sealed easily. One more task completed. Put fuel selector on right tank and push center drain in until gas comes out again. We're good to go.