Flying amongst Condensation Castles:Part 2

I give chase to the gaggle proceeding northwards.

Dean is but a spec, high in the distance with a train of gliders stung out behind. I get strong sense Dean is very much about flying fast - maximize time on glide, minimize time in climbs. Simply put, one does not rack up the km's going around in circles. Take risks, calculated ones mind you. In some ways it feels to be the antithesis of comp flying where one lets the gaggle do most of the work and flying conservative (until final glide) almost always pays off. In essence - comp flying is fixed distance vs. near unlimited time (relative to the distance), while XC is fixed time (sunset) vs. unlimited distance. A lot of overlap in skill, but differing in mindset.

A satori of sorts but there is still flying to be done.

The crew push on northwards. Landing options are more limited with restricted retrieve possibility. Bushwacking in 37C temps on my second day of flying here? Not so keen. And I am getting low again.

I need a top up. So back south to the ridge face overlooking the valley. I am sure to snag something there.

A Nova Phantom sharing the same plan.

Heading south, into wind.
Trying to avoid the venturi that is sure to be between the two hill tops at the bottom of the picture.

Climbing again.

Another climb scored.

It is unlikely I will be able to link up with Dean and the others at this point, so I branch off on my own to give the run to town a look.

Castelo ahead. Tick Hill LZ to its left. Wall LZ directly below.

Unless I find another climb, the Tick Hill LZ (so named due to the tick infested long grass covering it) is a gamble with the growing sea breeze (one needs to arrive rather high at LZs here in Brazil due to the potential for power lines). The Wall LZ is possible but will put me further from the retrieve van with its AC (thus a longer wait for no real benefit). 

Lets make the best of the situation and turn this straight line run into a triangle. Backtrack towards launch and try for an into wind valley crossing.

Motoring on back up the valley.
See the perfect crossing point ahead? Good. Cause I didn't.

If there is ever a master of the low save, you're lookin' at 'em right here (I've since been given the nickname 'ain't no thermal low enough' by my fellow tour mates). So I gamble on driving straight out in the valley with the intent of catching enough bubbles to make the opposite ridge line.

Rolling the dice.

Bubbles are found, but not quite enough. Eventually I roll snake eyes and need to find a LZ.

One final pass, looking for power lines.

LZ located. A side hill landing (crash) it will be.

Sadly, Little Baby Jesus did not smile on my attempt at a valley crossing today.

On final...

... and down.

 Landed nary a scratch or bruise (it goes 50/50 in my case with remote side hill landings). Radio in on the retrieve channel that I am down and push a 'retrieve me' message on the Delorme.

Doesn't take long for the van to pull up as I hike out and I find out I am somewhere in the middle of the pack in terms of landing time. Not a bad outing for the first XC at this site.

The result.

Off to GV ...

Flying amongst Condensation Castles:Part 1

Day 2:
A write off on my part due to health issues. The lads (and lady) have a great day of flying. Mr. Murphy paid us a visit in full with the overheating of the van on Day 1 but Steve saves the day by hiring a farmer plus his flatbed truck to haul the crew up the mountain. Word has it the ride is far faster than what the van is able to do. As witnessed the year previous - when things go awry, Steve comes up with a Plan A, B, and C.

Day 3:
Conditions today are expected to be more unstable with a risk of overdevelopment, maybe even rain.

The main group is to depart in the van @ 10AM and meetup with the flatbed at the Church located at the far end of the valley. The remainder of us (4 in total) are to join Steve in the pickup at 1030.

10 AM rolls around and the crew begin loading up the van. One of the lads, Ashley, returns to inform us Dean is sending him up in the pickup instead (there are only 4 seats and now 5 people). Looks like Ashley was evicted in favor of a pair of visiting Norwegians who are not part of the tour. The discussion the night before was that the pair would have to make their own way to the Church and arrange a second round ride up with the farmer. Gather that is no longer the case. Me thinks Steve and Dean might be having a little chat later today regarding ride logistics.

Ultimately Ashley is assigned to the bed of the pickup for what turns out be a rather bumpy and dusty ride up. At least everyone will get to fly today.

We arrive up top shortly after 11 and gather for the days briefing. The infamous 'Dick of the Day' award ends up in Ashleys hand for his flying exploits the day previous (what happens in Castelo, stays in Castelo). A quick overview of XCSkies and Meteoblue by Dean confirms our suspicion - risk of overdevelopment with a chance of rain later in the day. Dean's traditional round table debrief is kept to a minimum - there are simply too many people and the daylight is burning. The plan is a repeat of the day before - a single turn point will be utilized while folk try to keep up with Dean. Given the hotshot nature of the better pilots in our group, it is all but a given I will not be able to keep up. Simply not good enough yet. Luckily Steve has included another guide, Rob, to help with the 'newer' pilots such as Ashley and myself.

Crew slowly gathering for days briefing.

Rob approaches and explains the plan for the day. Basically fly around and see the sights. In a perfect world, Dean and Robin would have laid out a multi point task with turnpoints of increasing difficulty - making things easier for retrieve and give everyone one a chance to fly the same course (and if they end up isolated, able to follow the group). Maybe another day.

The north facing launch is fairly wide allowing us the ability to lay out a half dozen gliders line abreast.

Of note: cycles coming up launch have a west tendency. The western edge of launch is flanked by trees. Wind shadow and mild rotor. The east end is far better and is oriented much more into wind. Most pilots overlook this due to the extra walking involved and only realize the err in their ways once laid out. The walk is worth it.

Of course I have to learn this the hard way. Eventually a reasonably decent cycle passes through and I launch to join the 4 or 5 gliders already climbing out to the west.

Cruising by launch.

Climbing out.

View up the valley (facing west),

Still a ways to go.

A call over the radio from Dean to those of us in the climb: Time to head off to the next cloud. Conflicted given the instructions from Rob but I follow suit anyways. The first big mistake of the day - failing to top out the climb then follow. Altitude means options. By following Dean while I am not yet at cloud base means I just surrendered mine.

On I plod further up the valley to a cloud near mid life - it is neither a collection of growing wisps nor is it fading into oblivion.

I arrive to find the climb at my altitude slowly dying. Dean chimes in on the radio to suggest continuing to hunt around while he goes and tries to find us a better climb.

My climb quickly begins to fizzle. Scanning around I spot a few other pilots more to the north and make my way over to them. The gaggle is more effective at finding cimbs versus a loner. And a climb we find.

Sharing a thermal with Graham on the Iota.

During this process of climb, transition, rinse and repeat: a menace coalesces in the distance. A CuNim.

CuNim (storm cloud) forming off in the distance, to the west of Castelo.

The group knows to keep both an eye on this beast along with the rate of formation of clouds surrounding the valley. If clouds start to pop up rapidly and go vertical ('Marg Simpson hair' as the Brits phrase it), it would be prudent to consider landing quickly.

But for now everything is kosher. The CuNim is still quite some distance away and there is still a substantial blue hole over the flats to the south west. My attention returns to the group as they begin a glide towards the low hills to the north.

Continued in Part 2 ...

Familiarization Flight

Note: The FlyinOrange has moved to: flyinorange.blog

Day 1.

The room at the Hotel Ibis is spartan but functional. As it is a transfer accommodation, I am not expecting much from it aside from it being comfortable and secure.

Hotel Ibis room.

The room includes the buffet breakfast that starts at 0630 hrs.

Hotel Ibis buffet.

0900 hrs the group gathers in the parking lot of the Vitoria Ibis. We are to be split across a pair of vehicles - a mini bus owned by Steve's retrieve driver Diogo and Steve's pickup. The trip to Castelo will take about 3 hours give or take, depending on how many speed trap cameras Steve manages to spot along the way. Speed limits here are draconian compared to back home and enforcement is via automated radar cameras - some well marked, some rather well hidden.

Noon - we pull into Castelo, a sleepy town of a few thousand (my guess anyways) and make quick time to the pousada we will be staying at, Lua y Sol. Lua y Sol has been a mainstay for Steve's groups in the past - though it is starting to show it's age. One can detect the hint of mold in the lower rooms of the main building (likely the result of the river next door flooding its banks during a particularly long rainy season), many of the fridges in the rooms do not work, and the hot water systems in the showers are a walking code violation (the water knobs are wrapped in electrical tape to reduce the likelihood of getting zapped while turning on or off the shower). Appears to be kind of the norm for anything shy of top end or internationally branded accommodation in rural Brazil (such as the pousada in Governador Valadares or the Ibis).

Update: the rooms in the upper level of the two story building are an order of magnitude better. If you are taking one of Steve's tours that pass through Castelo, be sure to require one of the 'honeymoon' suites (as one of the lads, Ashley, put it). Steve will understand what you mean. It will cost an extra $40 or so a night but it is well worth it.

The bare minimum.

By 3 PM Steve, Dean and and few of their friends have arrived. It becomes quickly apparent that the shear size of this group is going to put Steve's logistical skills to the test - especially if Mr.Murphy pays a visit. In addition, some quick mental math of the group size vs bus seats leaves me curious as to how Steve will arrange the groups transfer to Governador Valadares.

Update: two of the late joiners ended up taking the overnight bus to GV and will join up with us in the morning on Day 5.

Dean briefing.

We go through the familiar XCBrazil powerpoint briefing though flavoured for flying in Castelo. Sim cards and SPOTs are distributed to those that need them. The separate radio frequencies for flying and retrieve are posted along with a overview of the retrieve process.

Steve's powerpoint briefing.

Now that everyone is on the same page with respect to comms, retrieves, and general flying in the area - time to make our way to the hill. The drive is along a dirt road of varying condition and the steepness of the hill proper made for a right struggle on the part of the van carrying its allotment of pilots. By the last half kilometer Steve had to run circuits with the pickup to ferry pilots to the launch. Mr.Murphy has officially arrived.

Up top everyone kits up and launches into the rather mild cycles. A quick familiarization flight before sunset to shake the cobwebs sort of thing.

Sunset flight.

Only the hill had a different idea. The sun set but the climbs didn't dissipate. The entire valley lit up in the evening restitution ('magic air' in Canuck pilot lingo) with climbs exceeding 2 m/s at times.

Even as heavily loaded as I was - I had to search for small regions of 'sink' (weak lift for normally loaded wings). Pulling ears resulted in the same rolling oscillation as seen in Valle so they were let out sooner than liked.

Getting dark.

By this point head is on a swivel to make a count of wings nearby and keep track of where everyone is. Approaching the LZ, there are two wings below me and one above. I now navigate by the lights of the buildings and road, the lone tree in the LZ is barely visible in the growing darkness. I can also see the glowing screens of the varios of the two wings below and fall into a pattern above and behind them.

Setting up to land.

A very low and tight right hand pattern at tree top height, I set down in a run and kill the wing before it reaches the fence. 

Flight 1 down.

Video footage from flight:

Part 1

Part 2

Days 2 and 3 ...

Now that's service.

5AM. Even the cat is still asleep, a rarity. Normally by this point the howler is awake and downstairs awaiting the start of his feeding routine (he suffers from dementia and tends to forget there is food in the bowl, requiring an ongoing reminder until he is full).

Cat aside, so begins the first day of a trek that will not cease until 6PM the following day.

Vancouver->Toronto->Sao Paulo->Vitoria.

With the reservation crisis of the previous day resolved attention turns to last minute packing details before embarking on the pre-legs (commute via train and Skytrain to YVR).

Kit is packed and passport pulled out along with the handful of Reals left over from last year. Steve has already messaged via Whatsapp indicating he will be gathering up the core group arriving from the UK 6 hours after I land. In addition Steve suggests cabbing it to the airport hotel in Vitoria to get a head start on sleep as the next day is going to be long.

Parting ways with spousal unit at Waterfront Station, I make my way onto the Canada Line Skytrain. I have no problem keeping pace with the morning rush. A testament to the lightness of this years travel kit vs. years past.

At YVR the glider bag is wrapped and dropped off at the Air Canada Priority Members check-in. The Customer Service Rep notes I have a long two days ahead of me and asks if I am aware of the location of the Lounge.

Oh yes. Quite.

After a quick trip through security I manage to score a corner of tranquility in the Lounge and catch up on work emails.

1030 hrs, Gate C46.

Our ride pulls in just as I arrive at the gate.

The short haul workhorse - an A321.

All in all the flight was uneventful and the crew under the guidance of Flight Director Rosie was right on top of things when a curve ball was thrown their way.

Upon arrival in Toronto I am the first to deplane and am met by a young lady bearing a name tag of Giselle and holding an iPad showing my name on the screen. This cannot be good.

I confirm for her it is likely I she is looking for and her immediate reply is one to alleviate any concerns, "Do not worry sir you connection to Sao Paulo is fine."

Visible sigh of relief.

The lady then continues, "I am here to escort you to your driver, if you would like?"

"Driver?"

"Yes, to the international terminal. This is a service we like to share from time to time with our premium customers, but if you prefer to walk that is ok as well."

"I'm game for the car, please, lead away."

Mah ride.

After a short jaunt across the tarmac in a rather decked out recent model Bimmer, we arrive at the International terminal. Giselle escorts me up to the Maple Leaf lounge and bids me a enjoyable trip.

I could get used to this.

Now with four hours to kill I find a spot to plop down in the lounge and go about grazing the 'feeding trough' in the food area. The mac'n'cheese coupled with a chicken dish catch my attention. And while the open bar looks plenty inviting, it is not on the menu for yours truly this eve. There is still a long way to go.

Chillin' in da lounge.

A colorful way to cap a night off.

Time crawls by. A few laps of the lounge to kill the boredom. Constant monitoring of work emails to ensure everything will go smoothly in my absence.

At last. Less than an hour to departure.

At gate 71 is parked our bus - a 787 Dreamliner or what I like to call the 'Fire' in Boeing's 'Fire and Ice' duet. The lithium cells on the 787 had a small problem catching fire in the early days while its larger 'Ice' sibling, the 777, had a tiny issue with fuel lines freezing.

Fire and Ice.

Oh the irony if I were to become part of an incident featured on 'Mayday' (having watched the show religiously back in the day). But as one can probably gather, if I am here typing - the aircraft likely survived.

In any case, once onboard I begin to toy around with all the electronic features populating the pod - including the seat itself.

A proper sized tv screen.

Another control screen on what appears to be a detachable game controller.

And yet another screen for in seat functionality.

How firm would you like your bed? 

And the overhead lights or perhaps the opacity of your windows?

So many electronic control options. So many things that will need frequent replacement ;)


Climb out from Toronto is smooth and meal service is started promptly.

Bye Toronto. Thank you for sharing the best part of you, your airport.

Fish and an enclosed space. Bad idea Air Canada - just a bad idea.

Post meal the lights are dimmed and everyone beds down to make the best of the long haul.

A few hours later...

7k down. 1 and a bit to go.

Land in Sao Paulo, clear immigration and customs, grab glider bag and off to the domestic connections desk for LATAM.

That is one seriously compressed wing.

Bob's - makes MacDonalds look like fine dining.

Umm ... ok.

Bag dropped off and new boarding pass issued - off to Terminal 2 it is. Venture through security and track down Gate 229.

Oh look, another Airbus 320 variant.

No premium cabin on this flight but the airline was kind enough to hook me up with exit row seating and no neighbour. Unlike last years flight with Azul, the cabin crew on this LATAM flight spoke fluent English. An added plus in the event things go sideways and we end up diverted.

But no diversion is to be had.

Arrive at Vitoria on time despite having to take a longer track in avoiding afternoon storms over Rio. Collect the bag and grab a 10 Real cab ride to the hotel.

Finally. Here.

Word on WhatsApp - we meet in the morning at 9AM.

Day 1 in Castelo ...

Packed up.

Note: The FlyinOrange has moved to: flyinorange.blog

Sometimes, just sometimes I even impress myself.

The travel kit is down to the bare minimum with the wing, harness, reserve, and all of my clothing in a 60 litre glider bag (for reference, a typical glider bag runs about 110 litres - so I am working with just over half the capacity many of my counterparts will be travelling with).

3 outfits of clothing in the Scrubba (my portable washing machine).

Glider in ultralight concertina bag.

Gin X-Lite bag with Skywalk RangeAir, Source hydration pouch and the Scrubba.

Wing added.

And voila.

Likewise the carry on is little more than a 5.11 MOAB 6 (with approximately 16 litres capacity) with my helmet strapped to the outside (using the included 5.11 Tier system straps looped around the chin strap).

Carry on + helmet.

This setup allows for the glider bag to be back mounted while the MOAB rides in the front. Call it lessons learned galavanting around the globe going from plane to train to bus to foot and back. No suitcases or drag bags here. Mobility is key.

Full kit + the obligatory One Shot Tactical 'Team Canada' cap.

Onto the trip ...