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Chavez flew to

Chaves, Portugal. Ultimate destination of the year. The weather today has given us a breath of clear skies in Galicia before the entry of a front across the Atlantic, so I guess there will be no more flights for this year.

Today we are going with the two aircraft to a destination that is new to me. Chaves airfield is located south of the border with Portugal Orense. It has a paved road about 800 meters, which are sufficient for us even with the maximum weight for landing, but with an approach somewhat complicated and frustrated even worse due to the high terrain that rises from its headwaters south.

We therefore present at the airport to send flight plans, with scheduled departure time for 13:00. The weather CAVOK points at all airports in Galicia, with a south wind. Our airports are now alternative Rozas and Vigo and Chaves estimated 1 hour 40 minutes flight.

We

full fuel and two pilots, but are still well below the maximum takeoff weight. As we have autonomy over 4 hours will not need refueling Chaves, so that we can devote more time to eat.

Completed external inspection of the airplane, tie the cab and began with the checklists. I'll take to my friend Angel Chavez and bring it back to Corunna. Tower Coruña authorize us filming. Today the runway in the 22 and take off as No. 1, ahead of our comrades who are still warming up the engine in the other plane. We shoot list, review the navigation and take-off and emergency briefings. We have some cross wind for takeoff but is within the limits, we have had worse days. Yet decided to make a standard takeoff without flaps, rotation and climb to 60 knots to the level of security.

"Pump ON QHN altimeter, directional compass, transponder mode charlie, green engine, compensator and authorized takeoff ... we're going. "Accelerating to power off and then begins to indicate airspeed. We have a slight head-wind component that will make the shorter takeoff run. Soon we reach 60 knots, and our plane rotate grips the air, leaving the ground below. We reached the height of security, do the check after take-off and we headed for our first point of the route, "Echo 1", to the east, heading Cecebre reservoir.

Control Transferred to Galicia, we climb to 5,500 feet, enough to pass the mountains of Orense. These days of high humidity and low temperatures are very conducive to icing in the carburetor, so we are very aware of the temperature, power and put the heater in frequently to prevent carburetor icing. Occasionally accelerated at full power to check the engine reaches the top of turns and no loss of power by ice. Just a few days flying at 3,000 feet could not take the heater is not a single moment due to ice forming. The engine immediately complained.

Established to cruising level and many less moisture, the engine note is perfect without the heater, although from time to time we checked. There comes a time to relax and enjoy the winter landscape of Galicia, and thinking about everything that has been this year. I remember those fellow graduates as ATPL's, air rallies, and also those people who sadly left us in 2010 as Alex Maclean, who died last Aug. 17 while training with his airplane.

A shock wake us up from the subconscious. Orographic turbulence are typical of the high mountains. Before us appeared the first snowy mountains. In the distance, Ancares seem to be dressed all in white. We are coming to the border with Portugal so we transferred to the traffic information region of Lisbon. For them fly low and may therefore not receive us, but in any case appear on your radar. We have enough wind in my face, something more than expected, and took a delay of 10 minutes. We have another radio on board through which we see the position of our colleagues who come after us, though a bit lower.

Short final runway 16

Past the border, the ground is a little flatter and turbulence less strenuous. We have very good visibility and Chaves appear on the horizon soon. We studied the letter of the airfield before starting the descent, the radio frequency, and set the security level circuit if we are frustrated. The approach to Chavez has a point of complication because it has to be done about the city, and the last section presents many obstacles. Taking even at the end of the first third, the track is more than enough for braking, but the pilot has to make an approach very stable. Fortunately, today we have very good conditions for landing, with a little wind blowing in the direction track. Today we landed 16 on sighted and far away.

Roman bridge over the River Tâmega

begin a gentle descent, enough to keep in the path, but without overdoing it, as they begin to distinguish the tall buildings that stand out from the city over which we have to approximate. We decided to make a point of landing flaps and 65 knots on final approach speed. We turn to the frequency of control Chaves whose service is managed by an AFIS. We are authorized to directly approach at No. 1 on the track 16. Start work in the booth. Reduce speed and took a point of flap. Ahead of us already see the Hotel Aquae Flaviae building, and later the McDonnald's, we spent just above. Between them is the River Tâmega, with a Roman bridge on the left. The "M" McDonnald tower's is a perfect reference for spinning the track. We do check before landing, "pump, fuel selector, rich mixture, carburetor and engine heater green." We report that we are on final approach and landing AFIS authorize us. Overcome the obstacles, some power short to adjust the tap point, not without losing sight of those red roofs that are increasingly larger below us as we glide through the air in the final meters, then suddenly disappear, giving way to a field and then the tarmac. We let the plane slow down alone, without touching brakes, as we will track more than enough left over. Our companions landed behind us.

Welcome to Chaves! It is curious that this airport is located just off a street with several restaurants. Once you land, eating here is as simple as getting off the plane and cross the street to the restaurant.

Ready to exit 34, Chaves

With a full stomach, do a crew change and prepare the flight back to Coruña. This time Angel assumes the role of pilot in command, while I take care of so many memories take photographs as I can on this trip. We have calm winds, so we decided to take off north on runway 34. However, as in the approach, we are limited by obstacles in the takeoff, so we will not do the standard, but we took off with a point of flap, power off and then release the brakes. We shot, and again rotate in the air!. To our right is followed by the Roman bridge. We direct northbound and parted the Coruña AFIS Chaves.

Sunset Arrival Galicia

From 6,500 feet we see the orange in the sky horizon, which indicates that the end of the day is coming. In the background we see the first strobe lights on top of the mills. We have been quite a tailwind, and we've lost in the journey, it will recover now. Coruña be seen in the distance, and at first light in the evening. Angel decides to make a very long approach, lining up Mera final. We left right Castle Santa Cruz and you see the runway lights Alvedro, where we landed without further development.

hope that 2011 brings you all good shots. Happy New Year.

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Travel Villamarco

"Torre Coruña, good morning, EC-XXX visual Villamarco ready to roll." And so begins our adventure Leon the hottest day of the year. Today we eat Villamarco, ultralight camp located about 12 miles southeast of the airport of Leon. The thermometer reads just over 30 º C on the platform. "Let's see how it goes today."

We have established direct flight plan Villamarco, with an estimated 2 hours at FL075 (2.200m). Today our route alternative are Rozas-en-y León Lugo. We have fuel for four hours and 30 minutes of booking. The weather points to something of a headwind on the outbound flight, but without major complications.

Our partners are ready in the other plane, so we proceed to the shooting and motor test . Runway in use today is 22, with winds of 160 to 4nudos. Our partners take off first and after a slight delay in departure of several traffic in the area, we us. We make a final check before takeoff, "selector and fuel pump with modest directional compass mode C transponder, rich mixture on takeoff trim, green engine, and checked windsock.

" EC-XXX authorized to take off runway 22, wind 140, 6 knots. " Today we are going with a little more weight and high temperatures we also penalized in the takeoff, so we decided to rotate 65nudos using only the Slats. With this temperature and configuration, performance tables tell us a takeoff run 300 meters. Once in the air ascend to the level of security, make the "After Takeoff Checklist" and swerved to the left toward our first point of the route.

Tower goodbye to us and we had to approach the frequency of Santiago, which will control us to exit the Terminal Area of \u200b\u200bGalicia. We

heading southeast, with Ancares in the nose. Our colleagues, 15 minutes ahead of us on the road, decide to make the transition from the mountains by Piedrafita, to avoid having to raise so much. We take advantage of the thermals that we would find to climb to 7,500 feet.

Reached cruising level, one has time to relax and enjoy the beautiful landscape and Coordillera Ancares Coast. Up here you feel the king of the world. Flying over the mountains is beautiful. Despite the heat, we still see traces of snow on the peaks. Indicates outside temperature 12 degrees and the fuel consumption has dropped to 16 liters per hour.

After the fat of the mountain, the ground begins to "lose." We see Bárcena Reservoir and Ponferrada on our right. Castilla is opened before us like a huge esplanade which stretches to the horizon. It is very characteristic of this area see huge rectangular fields of yellow and green, and sometimes very sharp small forests from the air.

We entered the CTR of Leon, a 10-mile circle that extends from ground level to FL145. We contacted the tower of Leon and you will receive your position and intentions to proceed with Villamarco. Began a gentle descent to the south for the vertical field huts and avoid entering the traffic area of \u200b\u200bLeon. We leave the 12 º C and go back to torrantes heat. It's almost 3 pm and took 15 minutes behind its plan due to wind.

Villamarco has a grass runway oriented north-south. Is wide enough and long no problem to accommodate aircraft such as ours, with landing speed of 60-70 knots. The wind is calm, so choose the track 18 to have better approximation. We decided to take with full flap to make it as smooth as possible and stop at some space. It is very important in maintaining grass courts handle it right back to the front landing gear to suffer the least possible irregularities in the ground. Likewise, if conditions permit, it is convenient to close the carburetor heat a bit before taking to prevent entry of dust and dirt in order to avoid bottlenecks in the carburetor.

With the capture

secured close the flight plan with Leon. The shot is soft but notice the irregularity of the ground beneath our feet. We just need 250 meters. This type of tip helps to slow the aircraft more quickly than an asphalt, so we just have to touch the brakes to stop. Free track "After Landing Checklist" is completed. We have consumed approximately 50 liters and do not need to refuel for the return, we must also bear in mind that we will have a tailwind.

We got off the plane wanting to stretch their legs. It's hot but the atmosphere of tranquility, away from the stress of airports, is priceless. In Villamarco always welcome us with open arms. The food is on the table!

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The winter that never stops ... Abu Dhabi 2010

type clouds "cluster" we must avoid

already entered the month of April seems that winter is reluctant to leave us. In a single week brings together a rainy day, sun and wind. It is under this atmosphere so stirred when the drivers, especially private ones, have an eye on the METAR / TAFOR and another in heaven. "Spoiled" to fly on sunny days and flies, we tend to despair when we see the sky more gray than normal. The desire to fly and parts of weather sometimes contradictory feelings create a pilot. How many times have we passed that one is at the crossroads of leaving or not leaving or when things are not clear.

The truth is that the statistics speak, and solve the dilemma with exit option to flying has caused more accidents than staying on land. However, it is also true that from time to time a pilot must try "pole syrup". All on occasion, especially those who fly a lot alone, we've had that feeling of regret just take off. Learn to turn around in time and admit that we screwed up is a clear sign of having learned a lesson that has made us grow as riders and has taught us to better evaluate the things on the ground next time.

Although sometimes we get carried away on the other hand, flying is never a question of courage but of common sense. If there is something I've learned very well over the years is that on days with atmosphere "revolt" should never rely entirely on the parties or the weather forecasters or the sky. Meteorology is not an exact science and on days like this is very difficult to predict with sufficient accuracy. Also

is very important to know the limits of the aircraft. Each plane has a component maximum crosswind that should not be exceeded ever. We must also take into account if we have anti-ice systems, good power as we can pull through, etc.

And if it is important to know the plane, more so is knowing the limits of self. Be aware that you may not be ready yet to face a complicated weather flight is a very wise act that will make us grow old. In that case, the best thing is to stay on shore if we did not find an experienced pilot to accompany us.

If you decide to fly, with not very good weather, as always prudent to be near the airport. If a flight between two airports is convenient to carry full fuel tanks, and have provided an alternate aerodrome if it gets ugly, there is no worse feeling for a pilot to fly in bad weather and just fuel. If we plan to fly in hours around sunset when the temperature drops, you have to pay close attention to the dew point to avoid getting into the fog. Do not fall into the trap of associating "bad weather" only a low ceiling or storm. Other factors not see but they are there, and we can put in a serious predicament.

Mountain areas should be avoided, especially if there are low clouds or strong winds. Sometimes, when flying VFR fall into the error that we must maintain visual contact with the ground at all costs. This is not always safe. Mountain areas with low clouds is better to fly over above the ceiling and keeping in mind the minimum altitude of the grid. Getting into a valley with poor visibility is like flying in a maze with no exit that we can go very badly. Keep in mind that in these situations tend to darkening phenomena summits.

remember one time in air rally I participated in that very early on, flying in a mountainous area, the increasingly ceiling was lower, the peaks not seen and the humidity was beginning to form ice in the carburetor, so we decided to return to the aerodrome of departure. Later, the pilots decided to continue what we were told it had gone wrong between the mountains and the showers that were found. So if we can not fly over the clouds it is best to turn around. If the sky is covered and there is no clear we must never cross the clouds if we do not have the necessary preparation for it. There are many accidents on spatial disorientation in the clouds.

Storms We should always avoid, even from afar, and if there is thunderstorm activity or cumulonimbus clouds forming in the vicinity of the aerodrome it is prudent to simply not take off. Remember that the dangers of storms, of which we have discussed in the chapter of the Air France plane that crashed into the Atlantic-not just heavy precipitation but also the danger of ice formation on the surfaces of aircraft or turbulence, and in particular the wind or windshear zizalladuras on runways. The takeoffs and landings in high winds or cross also require a special technique, which we have also discussed in the section on "Technique."

As you see, there are many factors to take into account and that should never be taken lightly. The experience is always a factor in your favor, why not "extend" the opportunity to go flying, but to be wise enough to stay on land. Remember that old saying in aviation: it is better to be down wishing you were up, to be up wanting to be down.

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New drivers, new circuits, new cities and new machines. He tore the Red Bull Air Race 2010 - Formula One air-in the path of Abu Dhabi as usual. A career marked by difficult weather conditions the pilots faced all day.

Paul Bonhome started the year ending as above: at the top of the table. As always, with a flight clean, easy and seamless took the first 12 points of the year. Nigel Lamb finished second and Peter Besenyei, a pilot is very common in Abu Dhabi podium in third, despite having a rather slow MSX.


The "Corso" Nicolas Ivanoff, who had a good start to the season last year, was only 9 degrees with his Edge 540, and Hannes Arch, the 2009 World Championship runner-up suffered a controversial disqualification in the Top 12 during a low pass doubtful with a knife in one of the gates of the path.

Our compatriot Alex McLean could only be 12 ° rompérsele fuel pump at the start of the Top 12. A shame for Alex, do not quite have a competitive airline in order to demonstrate their full potential.

Incidentally, I have to point out that unfortunately, today, the official calendar of Red Bull does not include any race in our country. The next meeting will be on 17 and 18 April in the Australian city of Perth.

More information www.redbullairrace.com

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What it means to fly ... X-Plane 9

"Some fly to survive, and others remain

to fly"

There [...] two types of pilots: those who lead in the blood the need to fly for the same reason they need to eat, sleep or breathe, and those who do work simply out of obligation or because they have no alternative. The latter often come to the profession by chance. However, the former are the concern since childhood, when they saw something in aircraft remarkable, mystical, sublime, perhaps.

Many of these began to build his first model airplanes or collecting photos, posters or any other collection of air reasons. They knew the specifications and details of any aircraft in detail. When they grow and are fortunate enough to make your children are thrilled floor, they felt most fortunate beings on the planet.

Pilots are a class apart from humans. They leave all the mundane to purify his spirit in the sky. This group knows the difference between flying to survive, and survive to fly. Aviation has also taught pride humility, and although flying is a spell, they voluntarily fall victim to their spell.

ground

When sunny days, watch the sky constantly wanting to be up there. During the rainy and cloudy days recreate the procedures in your mind because the mind of the pilots is always accessible to new elements, and understand that to fly need to believe in the unknown. But the pilots are men logical, calm, disciplined , which by necessity need to think clearly, because otherwise they risk losing life violently.

The pilots did not see their aircraft as machines, on the contrary, they are life forms that breathe and have different personalities. At times dialogue and to quarrel with them. These seduced fatal aircraft perceive beauty gifts unconditionally. Because nothing stimulates more senses of an airman who exquisite shape of an aircraft. They can not avoid being infected by the spell and live the rest of their lives captivated by the spell of her beauty. For the pilot, receive a plane is like finding a lost family time and time again.

When the tragic fate shows its inexorable presence and lives are lost in air mishaps, the essence of the pilot is saddened by what happened. But you can not, perhaps for an infinitesimal second, that his memory goes back to the apparatus, and flicción hit by fallen friend, it is inevitable.

For the aviator, the sound of pistons is a splendid symphony. The sound of a jet, the synthesis of force. For him, airports are altars to human talent, there are daily challenges and miracles against the power of nature and the force of gravity. They are places where roads and borders shrink and the world shrinks.

In air, the pilot is in his element, that is where he belongs. It is there that manages to break free of slavery that attach to land. This privilege allows you to climb the mountain of prodigious dimensions in space and reach the sky that other mortals have not reached. This gift enables you to recognize that nobody has seen the mountains until you see his shadow from the sky.

distinguish a person who has given his soul to aviation is easy, amid the crowd, when a plane goes by, his gaze turns inevitably to the sky looking for it, and will not rest until making eye contact with the object of distraction. No matter how many times you've seen the same plane, it is necessary to see it again.

Pilots perhaps can explain the physical moments of the flight, but describe what causes them to its existence it is impossible. For explaining the magic of flight is far beyond words.

Author: Francis Gary Powers. USAF pilot.

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"There is no more realistic flight simulator as a flight physical X "Plane"

Inaugurated the simulation section, specifically the X-Plane 9. Like all virtual aviators know, the civilian simulator market has clearly been dominated for years by Microsoft's Flight Simulator, X-Plane being the most direct rival, but always from afar. For the user, each version of X-Plane that came to market was a disappointment. However, coinciding with the closing of the studies that produced the ACES Flight Simulator, the guys from Laminar Research have put the batteries into what the X-Plane about the FS lacked: a full scenario and graphics that breathtaking.

fluency
cockpit instruments is very similar to reality

And so was born the version 9 of X-Plane, a visual environment that has nothing to do with previous versions. His scenes, 60Gb, offer some textures from around the world with much higher resolution than Flight Simulator X. In my no doubt gives me the impression of flying over an area much more realistic. Geographic elevations have also been maintained. If anything you could put a snag is that airports lack of buildings, which is working for simuleros development that will undoubtedly make a great work for free so that others can fly High quality at airports.

occupy terrain textures are more
60Gb and resolution than the default FSX scenery

In return, X-Plane presents us with a beacon and a detail lights on the runway which is unmatched by any other simulator on the market. The truth is it is a pleasure ride and see all these lights with brackets. And we can not forget one very important detail that pilots and simuleros really appreciate a lot: the gradient of the slopes. Farewell to flat tracks!

One of the major differences Flight Simulator graphics engine is that the X-Plane is based on OpenGL. And the result could not be better. At the same quality of graphics and on the same computer, X-Plane is much more fluid than FSX. This section highlights how quickly especially moving the dials, switches and other cockpit instruments, with an amazing realism, as well as the speed with which the program loads the textures of the terrain and the aircraft.


There Among

addons that play airports with absolute precision

many graphical configuration options we have, there is in common with the FS, which is the ability to adjust the minimum level of frames per second. The difference with Flight Simulator is that if due to overload scenario, the program came down to that limit, X-Plane add a fog effect to hide three-dimensional objects in the distance, thereby maintaining the quality and the minimum level of frames, and avoiding a possible "crash" chart that would leave us hanging. I must say that X-Plane never left me hanging not conflict with a third party software additions. And

addons have to talk because if it is true that X-Plane aircraft lacks high quality it is also true that there are developing projects very, very promising. Among them is a CRJ and Airbus A320 with a realism and graphic detail never seen and we look forward to its release. I will speak to them in future entries in this blog.

In graphical environment has been greatly improved, with nothing to envy the simulator
Microsoft

In X-Plane 9 has revolutionized the graphics and left intact the essence by this simulator was unveiled: the physics of flight. Currently there are no other civil simulator more realistic in terms of flight physics are concerned that X-Plane. I can assure you that after 18 years with Flight Simulator, I had to "learn" to land again with X-Plane.

In conclusion, I am very happy to finally have an alternative without doubt to the height of Flight Simulator. There are certainly better details, but it is a project with a very good base and above, with a future.
This blog definitely recommend X-Plane 9.

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The Performance

Today I will speak of what is known as aviation performance of an aircraft. This is a very interesting but in turn explain complex, especially staff "no aircraft, so I'll try to put it in the most simple objects can to make it easy to understand for everyone.

could say that the performance is the set of mathematical parameters that define the way you have to fly an airplane. Let me explain. All we ever heard, or experienced, the history of that aircraft had to throw fuel to save weight and to land, or much more high-profile cases as the landing of the aircraft carried passengers because overweight and can not take off.

The vast majority of aircraft operations are based on weight. Obviously the weight on an airplane is important, because it depends on factors such as takeoff speeds, runway length required, the cruising altitude to which we fly, or fuel consumption. All these factors are specified in the tables of performance of each airplane.

Each aircraft has its weight limits. Thus, in the section on specific gravity of an aircraft we can find the maximum takeoff weight, maximum weight of load, ramp weight, maximum landing weight, maximum weight-load, etc.

There is a direct relationship between the weight of an airplane and the speed required to perform a maneuver ie for every maneuver there is a speed determined by the weight of the aircraft at that time. For example, takeoff speeds are calculated, among other factors to be discussed later, depending on the weight. It is easy to understand that the higher weight, higher airspeed needed to sustain a plane in the air. The same applies to the stall speed (the speed at which the plane "left" to fly). The greater weight loss faster.

Table

relationship between available power and temperature

However, the result of flying a plane within a certain speed and weight is altered by three other factors taken into account too, which are temperature, altitude and air pressure that can determine for example, that an airplane can off or not.

Nobody scared because now I will not go into topics of physics to explain this. Just hold on to that higher temperature and altitude of an airport, the greater the speed needed for takeoff or landing a plane, and consequently, the higher the required runway length.

The engine power is also affected by these factors of altitude and temperature. The higher the temperature and altitude lower the available power in the engines. The reason is that a hot air ingested by a turbine at high speeds must not only may damage the internal parts but could cause the compressor stall due to lower air density, which could lead to loss of thrust in that motor.

Applying this to a practical case, we could say that in a very hot day in an airport located high above sea level, a plane may not have enough runway to take off according to their weight. Whereupon, or canceled flight, or remove the weight necessary to take the airplane within safe operating limits. This is the reason why Barajas tracks or those in very warm areas such as Andalusia and the Canary Islands have such long tracks.

required runway length may vary depending on the temp.

As the takeoffs and landings are subject to certain parameters, so is the climb after takeoff. The promotions are regulated by a minimum slope aircraft safety must be able to comply with engine stopped, and sometimes affected by the topography of an airport. For example, Alvedro has two headers, the 04 and 22. The latter heads to a hill, forcing a passenger aircraft to make an immediate left turn after takeoff with a speed limit. With limited aircraft capacity, with a lot of weight or high air temperature, could be the case that could not meet the required speed or the slope given in the case of engine failure, so that aircraft could not take off.

on contaminated runways
more meters are needed for takeoff, and landing stop

Other factors such as the weather affecting the performance of the aircraft on takeoff or landing. For example, rain, snow, or anything else that might "contaminate" the court penalized the same length required for takeoff. In turn, a contaminated runway braking capability offers less and therefore a greater length of runway needed to land, which can translate into the cancellation of operations because they can not meet the parameters. Nor can we forget that in the takeoff is referred to the length of runway needed to slow and stop if an abortion maneuvering and braking that takes into account the condition of the track, which finally together is what determines the weight and wind, the speed at which we can no longer abort the takeoff decision speed or V1.

As you have noticed, are thousands of factors to take into account the operations of the aircraft, always subject to specific parameters given by tables of performance of aircraft and in any case to the improvisation of the crew.