Why I Wear 14

cruyff6Back in the70’s when I was a kid growing up in Minneapolis MN we were hard pressed to find any sort of football. I’m talking proper football, not the incredible boring NFL type football. Yes there was the park and rec. in-house Edina soccer association, a bunch of scrub kids chasing a ball around once a week over summer break. To find real football the stuff of World Cup glory and European titles was, except for PBS Sunday showing of Soccer Made in Germany, impossible.

My first taste of Proper football was in 1976 when the Minnesota kicks came to town. I was hooked and as a 16 year-old and I was a season ticket holder. Yeah I went for the game not the tailgate party, though they were fun too. I drank in the sport. I was short skinny and not a very good athlete but I loved to play the game.

In the summer of 1977 or 78 someone got their hands on the official FIFA movie Heading for glory the story of the 1974 world cup game in West Germany. After watching the video I fell in love with the German National Team and Johan Cruyff.

Cruyff stole my imagination. I sucked at the game, I still do, but I love how Cruyff played the game so fluid so graceful yet so cunning. I tried and tried to emulate what I saw on that VHS tape. His first touch perfect, his vision of the field perfect. In my teenage head I would pretend I was Cruyff, until of course, I tripped over the ball doing his signature move and reality crashed down on top of me as I hit the floor. While I could never come close to making Cruyff’s moves mine I did adopt his number, #14. Even today when I kick around in the backyard in my old man head I see myself as Cruyff #14 and all.

 

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Fun Little Show

Short pitstop among the corn

Short pitstop among the corn

Last Saturday I tagged along with the crew from Further Performance to Fargo ND. It was our first trip to Volkswagens In the Valley put on by the Red River VW Club. It was a fun little show with around 100 plus cars, mostly air-cooled. There is something about low keyed gatherings that I really enjoy. While we all like to show off our builds there is something to be said about hanging with people who share your passion without being overly competitive.

The plan for the day was to start early from Further Performance and make the four hour drive from Minneapolis to Fargo ND. Five cars in total: My two cars the Golf R and the MK3 GTI along with three cars representing the shop. Tristan was in the Scirocco, Alex in the Karmann Ghia and Mike in his MK5 R32. It would not be a proper road trip if something does not go according to plan. True to form my friend Matt came down sick and was not able to drive the GTI so we left the GTI behind. Surprisingly that was the extent of the days drama.

The phrase a road less traveled describes Tristan and his approach to road trips. Avoid the interstate taking instead the forgotten highways and back roads of central Minnesota. No record speeds between points instead opting for slightly less than the published limits. Endless fields of corn, freight trains hauling their black gold to refineries far to the east and small town America never made a boring moment. It was a refreshing way to travel considering for the past 25 years I have flown back and forth over the exact parts without ever seeing the country on a personal level.

Much of the VW scene I have been exposed to is the hyper competitive build it bigger and better than the other guy. The scene at the Volkswagens in the Valley was laid back. People like me who enjoy their VW’s for the smell, sounds and feel of the vehicle. Sure there were some amazing builds but they did not scream out I’m better than you. Instead we all enjoyed the time and passion it takes to build a car, any car, and keep them running just because it makes you smile.

VWs In the Valley will definitely be on my 2016 calendar.

Awesome Type 3

Awesome Type 3

Porsche Powered Bus

Porsche Powered Bus

Bus

Bus

Bus Bugs Blue Bug BlueWhiteBug BlueWhiteBugToys Bridge Final BugENG Blue Bug FRNT Blue Bug Black Bug

Is AirAsia Indonesia flight QZ 8501 a repeat of Northwest Airlines flight NW 705?

Northwest Orient 720B N737US (60)(Grd) JFK (BD)(46)-M

I found this interesting little article comparing the loss of AirAsia QZ8501 to the crash of Northwest Airlines flight NW705 from the 1960’s as they both tried to avoid thunderstorms.

Written by Bruce Drum:

AirAsia Indonesia (Indonesia AirAsia) (Jakarta) vanished from radar screens over the Java Sea on December 28 on a flight from Surabaya to Singapore with 162 passengers and crew members on board. Tragically there were no survivors.

Investigators have ruled out any act of terrorism. The same group has stated it was unlikely an explosion brought down the airliner. According to the preliminary reports, there were no sounds of gunfire or explosions on cockpit voice recorder. Analysis of the flight data recorder of Airbus A320-216 PK-AXC (msn 3648) operating flight QZ 8501 showed the A320 climbing at an abnormally high rate, then plunging and suddenly disappearing from radar. The A320 was climbing at a steep ascent of 6,000 feet a minute (a normal climb rate is 1,000 to 2,000 feet a minute) before it suddenly dived and crashed in the Java Sea. This is not a normal climb rate. The crew had asked air traffic control for a higher altitude due to severe thunderstorms in the area. The request was denied due to other air traffic in the area.

Read the full report from CNN: CLICK HERE

Was flight QZ 8501 trapped in the updraft of a severe thunderstorm and then it stalled and fell to the sea?

It has happened before with devastating results. Dial the clock back to February 12, 1963 over Florida’s Everglades. While the crashes of ValuJet Airlines flight 592 and Eastern Airlines flight 401 are more well known, there was a third crash in the Everglades that is very similar to the tragedy of AirAsia Indonesia flight QZ 8501. Both involved flying into severe thunderstorms.

Northwest Airlines (Northwest Orient Airlines) flight NW 705 was a regularly scheduled flight from Miami International Airport to Chicago’s O’Hare International Airport. After takeoff from MIA the flight crew operating Boeing 720-051B N724US (msn 18354) encountered an approaching cold front with large thunderstorms. The crew tried their best to avoid the approaching line of thunderstorms.

The accident (from Wikipedia quoting the official accident report):

Prior to departing from Miami, the flight crew questioned the ground controller at the airport about the departure routes being used, and he replied that most flights were departing “either through a southwest climb or a southeast climb and then back over the top of it.”

After the jet lifted off from runway 27L, it made a left turn based on radar vectors from Miami Departure Control, to avoid areas of anticipated turbulence associated with thunderstorm activity. Another flight had followed the same guidance shortly before the jet took off.

While maintaining 5,000 feet and a heading of 300 degrees, Flight 705 contacted controllers and requested clearance to climb to a higher altitude. After a discussion between the flight and the radar departure controller about the storm activity, and while clearance to climb was being coordinated with the Miami Air Route Traffic Control Center, the flight advised “Ah-h we’re in the clear now. We can see it out ahead … looks pretty bad.”

At 13:43, Flight 705 was cleared to climb to flight level 250. They responded, “OK ahhh, we’ll make a left turn about thirty degrees here and climb…” The controller asked if 270 degrees was their selected climbout heading, and they replied that this would take them “… out in the open again…” Controllers accordingly granted the jet clearance. Following some discussion about the severity of the turbulence, which was described as moderate to heavy, the flight advised, “OK, you better run the rest of them off the other way then.”

At 13:45, control of Flight 705 was transferred to Miami Air Route Traffic Control Center. There were communication difficulties, although after the jet was provided with a different frequency to tune to, the flight crew established contact with Miami ARTCC. Several minutes after contact was established, the jet’s altitude began increasing with a rate of climb gradually increasing to approximately 9,000 feet per minute. Following this rapid ascent the rate of climb decreased through zero when the altitude peaked momentarily at just above 19,000 feet. During this time the jet’s airspeed decreased from 270 to 215 knots and as the peak altitude was approached, the vertical accelerations changed rapidly from 1G to about -2G.

In the next seven seconds the negative acceleration continued to increase at a slower rate, with several fluctuations, to a mean value of about -2.8G, the jet began diving towards the ground with increasing rapidity. As the descent continued with rapidly increasing airspeed, the acceleration trace went from the high negative peak to 1.5G, where it reversed again.

Below 10,000 feet the forward fuselage broke up due to the forces of the dive. The main failures in both wings and horizontal stabilizers were in a downward direction, and virtually symmetrical. The forward fuselage broke upward and the vertical stabilizer failed to the left. All four engines generally separated before the debris of the aircraft fell in unpopulated area of the Everglades National Park, 37 miles west-southwest of Miami International Airport.

The accident was investigated by the Civil Aeronautics Board (CAB) which later became the National Transportation Safety Board (NTSB):

Synopsis of the CAB Aircraft Accident Report:

Northwest Airlines, Inc., Boeing 720B, N724US, operating as Flight 705, crashed in an unpopulated area of the Everglades National Park, 37 miles west—southwest of Miami International Airport at approximately 1350 e. s. t., on February 12, 1963. All 35 passengers and the crew of eight were fatally injured.

Flight 705 departed Miami at 1335 e.s.t. Circuitous routing was utilized during the climbout in an effort to avoid areas of anticipated turbulence associated with thunderstorm activity. At 1347 e.s.t., in response to a request for their position and altitude, the flight advised, “We’re just out of seventeen five (17,500 feet) and stand by on the DME one.” This was the last known transmission from the flight. Shortly thereafter the aircraft entered a steep dive, during which the design limits were exceeded and the aircraft disintegrated in flight.

The Board determines that the probable cause of this accident was the unfavorable interaction of severe vertical drafts and large longitudinal control displacements resulting in a longitudinal upset from which a successful recovery was not made.

The FAA later added in its Lessons Learned section this summation:

As the investigation of Northwest Flight 705 proceeded, other jet transports became involved in similar upsets. These pitch upset events were collectively referred to as “Jet Upsets.” This terminology was used because the phenomena appeared to be unique to the new generation of swept wing jet transports which began to enter service a few years earlier. The investigation of Northwest Flight 705, and associated similar pitch upset incidents, led to changes in operating procedures and design requirements for jet transports, as well as improved forecasting and dissemination of hazardous weather information to Air Traffic Control and Flight Crews. These actions proved effective in substantially reducing the occurrence of this type of pitch upset events.

Is AirAsia Indonesia flight QZ 8501 a repeat of Northwest Airlines flight NW 705?.

MADFURTHER Not just a Car Show

It has been a few weeks since I returned home from Southern Worthersee – SOWO14 .  I was going through the video I shot while in Georgia and I quickly realized that I do not possess the skills to be both a chronicler  and a participant at the same time. Most of the video I shot was very ordinary and nothing like what I had hoped it would be. I was far more interested in being part of the moment than capturing the moment. Plus I like to drive my cars. Driving and shooting video of the events as they happen is impossible. I think I will let SOWO14 . sink in just a little more before I begin my edit.

I might be putting off the SOWO14  edit for  bit, but I am still excited for the car show scene for this summer. I was looking through some old unfinished projects, and I stumbled across an edit of last years MadFurther show. This is the show where I unveiled my rebuilt 1997 Golf GTI VR6. (Thank You Aaron Witchger ) Since the edit was almost complete when I lost interest, I thought I would put the finishing touches on the project and post it to my Vimeo page (MadFurther 2014 on Vimeo). I also called my friend Tristan Henderson who is putting on the MadFurther show and asked him if I could do a quick interview with him about the upcoming show.  Now this is my first time interviewing someone and despite a bad tendency on my part to talk over the interviewee I did manage to pull out some OK footage. I hope you enjoy the video.

Witch One Day Six SOWO 2014

Day six of Southern Worthersee  is coming to an end, however if the show before the show is anything like the past few years shenanigans will soon ensue. No better place to show off ones hard work than cursing up and down the main roads of Helen GA. The streets are lined with thousands of car enthusiast cheering on each passer by to chanting ” burn out” A good many try and a few are handed tickets from the local police. In all it is a spectacle to be seen. I would encourage everyone to make this show tops on their must see shows.

I myself took both cars on a few laps through town. It is sad to say the Golf R has become common place and in this crowed she no longer turns heads. However Witch One is altogether a different story. While she is not the best MK3 GTI down here, she certainly is in the top five; and the car does pull more than a passing glance as she rolls by on her shinny BBS’s

Tomorrow Witch One will represent all the hard work Tristan and everyone one at Further Performance. had put into her. Ever time I drive the GTI my love affair with the car deepens. I smile ear to ear listing to the VR6 engine rumble I run through the gears. The car is solid in every way and an absolute joy to drive.

Below are a few to the pictures I took as I walked through Helen.