Solar Impulse has no fuel whatsoever aboard. Solar cells charge batteries by day and the aircraft climbs, slowly descending at night while it uses the stored electrical power for its electric engines. Picard has taken 20-minute naps during the three-day journey.
You can see him live here:
Now, Joel and Michael Cohen want to produce a documentary, Air Force One: The Final Mission. It will take viewers on the airplane’s final flight, and through its transformation to the museum fixture you saw in AOPA Pilot. Using two cameramen, an assistant cameraman, and a crew of five, they shot thousands of photographs; some 100 hours of exclusive, never-before-seen video tape; and extensive time-lapse footage.
To properly produce the documentary, they’re working to raise $110,000 online through Kickstarter. Contributors at many levels will receive a copy of the completed documentary. For more information see their Kickstarter page.
Howley and Runge, who typically flew at FL250, 260, or 270, often found themselves on instruments, in the clag, and working their radars to wend they way through buildups. What a difference up at the CJ1+–at a majestic FL370 (or higher!)–cruising altitudes. We could look down on the undercast.
Rio, like most every destination we visited in Brazil, featured a 2,000-foot broken sky with good visibility for our arrivals, which were usually around noon. But by late afternoon, we had torrential rain in Rio. “It’s like Florida weather,” one pilot observed. In Rio, we did the tourist thing and had a great guided tour of the sights.
Leaving Rio, it was another early departure for the next stop, at the coastal city of Salvador de Bahia. On this leg, there were few buildups coming from the soggy undercast, and all three airplanes had uneventful trips. By this time, Howley, Williams, and Runge had gotten pretty proficient at working and interpreting their radars.
The lodging at Salvador de Bahia was unconventional–literally. The Convento do Carmo was built in the 17th century as a convent, but now it’s been restored and converted into a landmark hotel in the oldest section of the city. Some say there are ghosts, but I never felt anything out of the ordinary. Well, except that floor that creaked for about a half-hour around 3:00 a.m.
A guided tour took us to historic churches and other locales around the old city’s steep, cobblestoned roads.
The next leg would be a long one, to Belem, Brazil, about 930 nm away and almost four hours of flying for Howley in his PC-12. Once again it was an early takeoff and the weather was uneventful. The Belem stop was for one night only, and positioned us for a final push to the last destination on the trip–Grenada. The original plan was to break up the Belem to Grenada journey with a fuel stop in Cayenne, French Guiana. But by this stage in the South American trip the group had grown somewhat tired of Brazilian airport bureaucracy, and was eager to press on. So it was non-stop from Belem to Grenada (TGPY), some 1,145 nm away. Howley, with six hours’ endurance, could make it easily. Williams’ CJ1+ promised we’d land with 600 pounds of fuel in reserve (about 90 gallons), but that was only if the winds aloft stuck to the forecast. Long story short: a direct-Grenada clearance let Williams land with just under 700 pounds of Jet A. Howley celebrated his arrival in Grenada with a sporty, “chop and drop” short-field landing into gusty headwinds on Grenada’s 8,967-foot-long runway 10.
After a stay in Grenada, I returned to the U.S., having experienced another outstanding Air Journey adventure. But the rest of the group lingered at Grenada’s LaLuna resort before making their way home. Can’t say I blame them.
This may the end of the story for now, but don’t forget to look for an upcoming feature story on this South American journey in the pages of AOPA Pilot–as well as video coverage in our digital editions and AOPA Live This Week.
Some have asked about flying in South America after reading some of my posts on the trip. I say, check with Air Journey. You don’t need to fly a full-blown escorted trip to take advantage of their expertise. Air Journey offers what they call a concierge service that’s tailored to the legs you want to fly–in South America or anywhere else in the world for that matter.
The Next Big Thing from Air Journey? Their around the world trip that begins in May. Take note, potential globe-trotters: A couple slots are still open for this one-of-a-kind odyssey. Don’t own a jet, or not rated in one? The company can even set you up with the training and the rating you’ll need to fly one or more legs of this trip in the left seat of a Cessna Mustang. Sound good?
World War II veteran and Boeing B-17 pilot Carl Estersohn appeared on Reddit on March 22 to participate in one of that board’s “Ask Me Anything” sessions. The 90-year-old, who says he still flies “when I get the chance,” fielded hundreds of questions and comments with the help of a Redditor named Victoria.
Here are some of the top questions and answers.
Which has been your favorite airplanes to fly?
“It’s called a Bonanza. It’s made by the Beechcraft company. And I owned four of them in my lifetime, 3 of ’em in California and one of ’em here in the New York area. And it’s a single-engine propeller-driven airplane that I like very much. It goes very fast for its size and for its power, and I enjoy flying almost anything, but particularly the Beechcraft Bonanza. That’s my favorite airplane.”
What movies are most accurate about your experiences?
“Well, there was a movie called THE MEMPHIS BELLE, which was made, I dunno, 20-25 years ago, which was very accurate in its interpretation of what the average mission to Germany was all about. It showed the takeoffs, the landings, the bombs dropping, people getting hurt, and it was an all-purpose film that was very good.
“It’s available through Netflix, I think.
“It’s a very good film for those that want to know what happened during WWII over Germany.”
What came first, your interest in flying or your entering the service?
“I was always interested in airplanes. And when I had to go into service—because war broke out, I had to do something, I was 19 years old and I decided to go into the air corps because I liked airplanes and I liked the idea of becoming a pilot, so I made my choice.
“I would’ve done what they told me to do in the war. When you’re a soldier, you do what you’re told. If you’re trained to do something, you’re left where you are. At least, that’s the way it was in that war.”
Estersohn concluded with this: “I hope that the conversation that I’ve participated in does something to give anyone the choice of making a choice, and to put things in perspective. There are priorities. And you have things that are important, and things that are not important. And you just have to get your head squared away about what things that ARE important, and put the things that aren’t important in their proper place.”
The entire Reddit AMA can be found here.