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?
With this as a motivator, all hands signed up for a ride through the jungle in the national park surrounding our hotel near Iguacu Falls, Brazil (I’ve also seen it spelled “Iguassu,” by the way), followed by a jaunt upstream in a huge Zodiac-style boat. Upstream, as in breaching rapids. And actually entering the Iguacu Falls! The helmsman steered us right into the water, which came from, oh, maybe 500 feet up. One minute you’re looking up at the water as it rolls off the cliffs above, the next you’re getting a hydraulic pounding. And a thorough soaking.
Good thing Mike Fizer, AOPA Pilot’s senior photographer, was along. He took photos and videos–using his cell phone. His $6,000 Canon would have been a write-off after that dunking. He bought Go-Pro videos from the boat operator, as well as some watery stills.
You’ll have to wait to see the waterfall-inundation stills and videos in an upcoming article in AOPA Pilot and a segment in AOPA Live This Week. We couldn’t upload the files as we were in a rush at the time, and Fizer was preoccupied with trying to dry out his clothes. Seems he tossed his wet gear in his suitcase before the next leg of the trip. When he next opened it, all his clothes were wet, thanks to osmosis. And as the humidity here runs as high as 94 percent, air-drying is useless.
That’s it for now. I’ll get in a couple more posts in before leaving the Caribbean and re-entering the U.S. As always, stay tuned!
On this leg, I flew with Mike Williams in his CJ1+, along with Larry and Cathy Wilke. Williams owns a metal fabricating business in La Porte, Indiana, and Larry is his shop manager. Wouldn’t it be nice if all our bosses took us on a tour of South America? The CJ spent most of its time at FL370 and FL390. About 45 minutes into the flight, thunderstorms cropped up, forcing us to dodge their tops.
Eventually, the undercast broke up, and the storms were behind us. But behind us, at FL270 Ian Runge was in the soup, and so was Joe Howley in his PC-12.
Iguassu Falls tower cleared us to circle the waterfalls, with the restriction that we stay at or above 4,000 feet.
We’re getting into Amazon basin territory now, so afternoon convection is becoming a regular event. The next leg, from Iguassu Falls to Rio de Janeiro, will probably start early in the morning to avoid the worst weather. Stand by for more…..
Nevertheless, on a trip that lasts six weeks and rounds the entire South American continent, someone has to beat the drum and keep the tour on the move. So Mike Williams, in his CJ1+, along with passengers Larry and Cathy Wilke; Joe Howley, in his PC-12NG with his wife Christine; and Ian Runge in his TBM 700 with wife Sue, fired up this morning at Bariloche and headed out for Buenos Aires. Here’s a couple of slides from the preflight briefing to give an idea of some of the route particulars:
Once again, I flew with Joe Howley and got to see the great capabilities of the PC-12NG. I used to dislike the NG’s Honeywell Apex avionics, but I now think I can come to terms with it having spent four-plus hours in the right seat. If only someone would just give me a dozen hours or so more flying the NG and I’m sure I’d be able to make it sing. Someone, please help me here!
Mid-way through the flight we topped a large layer of building cumulus clouds beneath our FL250 crusing altitude. Some of the cumulus (cumuli?) were rising in isolated towers, and the NG’s stormscope and radar showed thunderstorm activity off our left. So we climbed to Fl270 and made a 10-degree deviation to get around the area. After about 100 nm, we were in clear skies. But get a load of the situation approximately an hour after landing:
The storms weren’t really the biggest problem we had. That award would go to the extraordinarily faint, garbled, and indecipherable transmissions from ATC. What does it sound like? Imagine a man in a fully-tiled bathroom, back to a microphone, and speaking into a tiny megaphone. It’s an echo-y, build-and-fade sound, with some static thrown in for good measure. And it seemed like every pilot in every sector stepped on each others’ transmissions. That’s international flying for you.
I would have taken some photos of the building cumulus, but somehow my iPhone fell down between my seat and the sidewall, and I couldn’t retrieve it in flight. Sorry about that. Tomorrow, AOPA Pilot senior photographer, Mike Fizer, will be joining the group to provide some world-class photos and videos of the goings-on in the air and on the ground. So be on hand for that. OK? I hope you said ‘yes’–I mean “correcto” as is the habit of South American controllers.
Sean D. Tucker, the highly regarded aerobatic pilot, is practicing two to three times every day as he prepares for the start of the 2015 airshow season. This week, he plans to test-fly his primary airplane, which last weekend was still being rebuilt in his Salinas, Calif., hangar.
Rebuilt? Yes. The airplane is stripped down, taken apart, and rebuilt every year. The job–including new fabric, paint, engine, and prop–requires about 6,000 man-hours to complete. Overkill? No, especially when you consider the number of Gs, spins, and snap rolls the airframe endures in the course of a year.
While his mechanics complete the rebuild, Tucker practices in his older backup airplane. “This airplane is a little under-powered,” he said of his temporary steed. “If I can master the routine in this airplane, it will be easy in the other one.”
Another benefit of his regularly scheduled rebuild? He doesn’t have to worry about whether the airplane is in annual.
Will Tucker and his Challenger be performing near you this year? Check his airshow schedule online.