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?