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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