The South American continent was about the only one we did not wholly visited yet although we grazed the Brazilian coast during the 1985 Courrier Sud air race, after a South Atlantic crossing. This deficiency was corrected on March 31, 1996 when the Race of the Americas started from New-York. The competitors flew over the East coast down to the Cape Horn, then back to New-York over the West coast. They got the opportunity to confront all the challenges a pilot might encounter : heavy air traffic in the NY area, a long overwater leg off Central America then long stretches over the rain forest and Patagonia. This is without counting varying weather conditions including the passage through the inter-tropical convergence zone where menacing storm clouds were usually part of the game.
1 April, 17:30 UTC - The first race
aircraft to arrive in Pointe-a-Pitre was Cielos! It was the longest
flight Robert and Marcy Garriott had ever done in their King Air 90, and 99% of it over
water. The King Air is equipped with two large ferry tanks of 125 gallons each, in the
cabin of the plane and just enough space for the slim pilots to squeeze through and get to
their stations. Marcy, who is co-piloting the largest of the competing aircraft is perhaps
the newest pilot flying in the race. She earned her Private Pilots License just last
October, her Multi-engine rating in November, and her instrument rating in January of 1996
! A lot of hard work in anyone's book and being rewarded in large segments of thousands of
miles each.
Cielos' long range HF radio seemed to be the only one working of several competitors
flying within shorter range VHF radio, so they were relaying the other racer's position
reports.
Next to arrive was Silver
Bullet, a single-engine souped-up Mooney, the smallest plane in the race. Karole
Jensen and Merce Marti had "minor problems" including trouble with transferring
their fuel from the ferry tank. It seems that the engine was not getting enough fuel when
the ferry tank was feeding the engine and that it made the engine run rough and brought
the engine temperatures to alarming levels. The highly competitive female crew briefly
contemplated diverting to Bermuda, but things seemed to come under control about that time
and they decided to continue.
Next to arrive was Maya
One, a piper Aerostar. Frederico Bauer and Anton Schedlbauer had an uneventful
flight except for two things : first, without an HF radio, the American air traffic
controllers would not let them flight a direct route over the ocean to the Bahamas or the
Dominican Republic. They were forced to fly the US coastline and stop to refuel in
Melbourne, Florida. From there however Maya One did have excellent tailwinds and after
amending their flight plan two times while en route, they were able to make it non-stop
from Florida to Pointe-a-Pitre. Second, their cabin heater was not working and at high
altitude, even over the Caribbean, the temperature is below freezing. After landing they
were peeling off layers of clothing and complaining of very cold feet, even though the
temperature on the ground was over 30 degrees Celsius.
Hot on the tail of Maya One was Knight
Flight, a Piper Lance piloted by race veteran Marc Mosier and Paul Carr. The
unusual thing about this flight, unlike any other in the race, is that it was flown
entirely at the incredibly low-level of two thousand feet or below. So low, in fact, that
the air traffic controllers were not legally allowed to issue clearances-or bar the
flight. The daring crew flew this way until night fell on the Knight Flight. At that time
they had to climb to 6,000 feet, the minimum altitude at night in that region. The
strategy obviously paid off, as Knight Flight took the lead today in Pointe-a-Pitre with a
handsome margin.
Next was Kona Wind,
piloted by the race's only crew of three : Dawn and Gordon Bartsch and Willie Tashima, all
three veterans of the second Round the World Air Race. Kona Wind stopped for fuel in Marsh
Harbor on the island of Abaco in the Bahamas. They had a beautiful flight following the
long chain of
After 10 PM local time, Canuk
arrived piloted by Jean Delangis and Peter Bedell after getting off to a very late start
in New Jersey with an instrument gage problem. Just before take-off the pilots discovered
a problem with the manifold pressure gage. This being a no-go item, they taxied back to
the hangar to have the problem examined and corrected by the mechanics.
Then the crew departed for a
secretly arranged stop in the Bermuda. In Bermuda, jet fuel is available but there is no
AVGAS, the fuel for piston engine aircraft. The crew of Canuk arranged for aviation fuel
shipped to Bermuda in 55 gallon drums. After landing, the problem was then to pump the
fuel into the airplane tanks using hands pumps. It took one hour, and the equivalent of 75
kilometers of bicycling with hands instead of feet, to flow 165 gallons into Canuk.
Baccarat dropped
out of the race after technical problems at the departure field.
Silver Wings had
multiple delays joining the departure line, but finally made it.
AmeriQuest had
mechanical problems with a leaking ferry tank (that is, fuel pouring in the cabin...) and
had to divert to North Caroline. They are expected soon in the Guadeloupe. The competition
is probably over, but hopefully not the race.
3 April, 20:00 UTC - We are all
assembled waiting for the competitors to arrive : the military, a military marching band,
Arc en Ciel members, welcoming committee, many print and television press people and
cameramen, and various VIP's. We are watching a plane land and as the nose gear touches
the ground, it collapses and we hear the sickening sound of metal grinding on asphalt, and
an engine trying to turn against a propeller that is now wrapped tightly around an engine
cowling. There is momentary pandemonium, then the sound of fire / rescue trucks racing to
the scene. Good news, it is not one of "ours" and no one seems to be hurt. The
next question is whether or not they can get the runway clear by the time the first
competitors arrive, possibly within the next hour.
Luckily there is another runway to
use. The one that is now out of commission with the disabled aircraft is 9,800 feet long.
The secondary runway is 4,000 feet long. This will be adequate for the arriving race
aircraft providing the weather remains clear.
Pointe-a-Pitre to Salvador de
Bahia, Brazil, is the longest and most grueling leg of the race. The course is over 2,300
nautical miles (4,000 kilometers). The racers must fly more than 600 nautical miles over
water. Most will stop for a refueling in either Cayenne, French Guyana or Belem, Brazil.
On this flight, they will cross over the Equator and enter the Southern Hemisphere. This
means crossing the inter-tropical convergence zone, a weather phenomenon occurring along
the Equator which produces large thunderstorms and severe turbulence.
During this time the flyers will
also cross the Amazon River and fly hundreds of miles over jungle and rain forest. All the
racers will be arriving here in the dark after flying since very early morning and
contending high temperatures, lack of sleep, weather flying, avoiding powerful
thunderstorms, turbulence and night flying to end this flight by arriving at an airport
where the main runway and associated instrument approaches may be unusable. This is the
icing on the course.
An incident occurred on board one
of the organization aircraft, the ten-passenger Merlin owned and operated by Chicago
businessman Chuck Forcey. Chuck, and co-pilot Jeff Bennett, were flying seven members of
the organization's advance team to Salvador. While flying enroute yesterday at 21,000
feet, there was a loud bang and one flight instrument's glass cover exploded covering
co-pilot Bennett with slitters of glass. Luckily he was wearing sunglasses which protected
his eyes. He said he could feel the glass hitting his face. The instrument which
self-destructed was an artificial horizon. This instrument provides pitch and bank
information to the pilot when flying without reference to the real horizon, in the clouds
or at night. The open face of the instrument started to create a leak in the pressurized
cabin, but did not turn into a big problem as the crew worked quickly to minimize the
consequences. Next, the auto-pilot of the Merlin stopped working, requiring the plane to
be flown "by hand" for the rest of the journey. There is a second artificial
horizon on the pilot's side which had to be used for reference by both pilots as they took
turns over the remainder of that leg and the next six-plus hour flight, hand flying the
plane. Unable to find a repair person for the auto-pilot in Salvador, it looks like the
Merlin crew will be earning their "flight pay" on the next few legs of the
journey.
Maya One, because
of limited range, had to land at both Cayenne and Belem. At Belem, they had to shoot an
approach to minimums in driving rain. They were able to weave their way through the
thunderstorms by expert use of their onboard weather radar.
Cielos said they
had a wonderful flight, but when pressed, that wonderful flight included thunderstorms,
icing, headwinds and turbulence. They too, were able to navigate around thunderstorm cells
with the use of StormScope and radar. They were told by controllers enroute of the plane
crash and airport closure and that was a bit worrying. One high light of everyone's flight
and of anyone on the ground was of a lunar eclipse that was the longest lasting that
anyone had ever remember seeing.
Silver Bullet
landed after experiencing worse headwinds and having to deviate around more weather than
expected, with only nine gallons (or 20 minutes) of fuel on board ! That is after a flight
of more than 1,300 miles in eight hours. Their GPS satellite navigation gear also
partially stopped working.
Knight Flight, Kona
Wind and Canuk all arrived within minutes of each other. Kona
Wind and Canuk are both turbo charged and pressurized. They both
flew at higher levels picking their way around the thunderstorms. Knight Flight,
once again flew the entire flight at low level. Knight Flight had a very
well organized fuel stop in Cayenne, French Guyana. Upon landing, their wings were covered
with the yellow dust of the sandy coast They were less than 20 minutes on the ground
including the uploading of and paying for over 200 gallons of fuel, paying landing fees
and taxiing for an intersection take off. This is a near record for an international
arrival / fuel stop. The heavily laden Lance then took all 8,500 plus feet of runway to
get to 50 feet of altitude. The low flyers were on their way.. Inbound to Cayenne, Knight
Flight did get superb views of the French Space Center's Ariane Launch pad. They
would have gotten even better views, but the Space Center's air traffic controller came on
the frequency to inform the crew that they were in restricted air space and were not
supposed to be flying directly overhead the launch pad, especially at that altitude!
Mosier, who was working the radio's on that leg, had been cleared direct to the Rochambeau
Airport from more then 100 miles away. He knew the direct path would take the craft just
overhead the launch pad, but had assumed that the combination of speaking French and his
most persuasive radio communication had charmed the controller into wangling for them a
clearance through the restricted airspace. Not enough charm or not enough begging. Better
luck next time Marc.
Silver Wings
finally arrived at approximately 5 AM after experiencing a minor maintenance problem and a
major maintenance delay in Belem. The crew of Silver Bullet, Adele Fogle and Daphne Schiff
were happy to finally arrive and wondered why a Military Band was not greeting them at
every arrival.
5 April, 18:00 - Salvador to Rio is the
easiest and shortest leg of the race. The racers will not have to bother with customs and
immigration and the route is simple: just follow the beach for 700 nautical miles. For a
change all crews arrived during daylight, with the sun high in the sky and the air crystal
clear. The crews were all very jubilant upon arriving in Rio. The approach to Santos
Dumont Airport is spectacular and takes the flight crews over Sugar Loaf Mountain,
Copacabana and Ipanima Beaches, The Corcovado (Christ on the mountain top), and over the
city of Rio.
Today Knight Flight
arrived last. However one only had to glimpse at the smug look of satisfaction on the
faces of Paul Carr and Marc Mosier to understand they knew something no one else did. They
had a very good leg. Once again they flew low, hugging the terrain. Two hours out of Rio
they took advantage of the rising terrain. Where the others had cross winds or head winds,
Knight Flight rode the updrafts off the rising terrain converting the
potentially penalizing winds into tailwinds. They were pleased.
Perhaps Knight Flight
did well enough today to make up some of the time they lost on the last leg, when a
voltage regulator problem brought them back to the airfield in Guadeloupe and a precious
one hour and 17 minutes were lost. Had the second take off time not been disqualified, the
team would have won that leg. Instead, they came in third for the leg to Salvador.
Again the first to arrive was
Robert and Marcy Garriott in the King Air: Cielos! They had a very good
flight. After coming in first on the Guadeloupe to Salvador leg they are really getting
swept along into the spirit of competition of the race. Marcy and Robert said upon
arriving that they were sorry they had gone via Bermuda on the first leg of the race,
because that detour had penalized them. They have the taste of victory.
Silver Wings
arrived with big smiles as usual. Daphne Schiff and Adele Fogle are the race's Press
Darlings. They are one of the race's two all female crews, they are the race's
oldest crew (ssshhhhh), and they are the Turtles racing the Hares. They are taking their
time, enjoying the technical stops, the people they are meeting, and the attention they
are getting. They have the right idea.
Adele and Daphne are no strangers
to Air Race competitions. They flew as competitors (as did this reporter) in the New York
to Paris Air Race in 1985. They flew in the 1994 Round the World Air Race (this reporter
was flying with the organization), and now the Air Race of the Americas. I have never seen
them angry or upset. They are always happy and smiling no matter how long the flight, how
hot the temperature, no matter the bureaucratic nightmare, no matter what time of night or
morning they arrive - they are smiling.
It was an easy day and the city of
Rio itself is the reward. The rest of the crews arrived and quickly made their way to the
hotel located on Copacabana Beach. The crews have many surprises in store for them here.
Unfortunately, I leave tomorrow morning with the advance team for Buenos Aires.
Results just in: Cielos! placed
first on the Salvador to Rio leg also! Knight Flight just behind in
second place and Silver Bullet in third. See you in Argentina. A thick
juicy steak, the Tango...........Si.
7 April, 23:40 UTC - After conceding
the two previous sectors to competitors Silver Bullet and Cielos!,
Knight Flight bounces back, wins the sector and improves its lead
overall, being nearly an hour ahead of its closest challenger.
A clear sky and gentle winds did
not called for tactics today, but rather raw speed on the relatively short trip between
Rio de Janeiro and Buenos Aires. Most airplanes were able to flight direct, with the
exception of Maya One, forced to land en route to refuel, loosing
precious time, and further handicapped by unstable engine parameters.
As Knight Flight
sailed ahead, a fierce battle opposed challengers Silver Bullet and Cielos!
as they both tried to use the same route and altitude. Air Traffic Controllers would not
let them do just that, for obvious safety reasons. There Merce Marti, from Spain, Silver
Bullet copilot, proved that a little Spanish could save the day in South America.
She was able to talk her way ahead of Cielos! and bring Silver
Bullet to a well deserved second place.
Most pilots will be tending their
airplanes tomorrow, as the 7,000 miles of race flying are beginning to take their toll on
machines.
The next sector to Ushuaia, Terra
del Fuego, is likely to call, again, for some weather flying as low clouds and
precipitation are forecasted over Patagonia. That could make the approach and landing on
the short runway of mountainous Ushuaia a real challenge.
Ushuaia, 10 April, 01:00 UTC - Fighting
heavy winds, all seven race teams landed in Ushuaia, at the tip of Argentina, 100 miles
from the Cape Horn. Pilots had to take-off early from San Fernando airport, Buenos Aires,
to Ushuaia, as the airfield here is closed at night
Leaving early was not easy
however, as Buenos Aires is a crowded area and the race departure times conflicted with
the commercial traffic peak hour. Once out of Buenos Aires area, pilots felt rather lonely
other the flat and scarcely populated Pampa and Patagonia.
The weather forecast indicated
some possible precipitation and turbulence, but worst of all very strong headwinds,
averaging 60 miles per hour. Those winds which shaped clouds into perfect ovals over the
mountains, were even stronger at high altitude, so most choose to fly as low as possible,
a strategy that leads to higher fuel consumption and therefore reduced range.
Only Knight Flight
and Cielos could make it direct for that reason, and were rewarded to do
so, as they come first and second now on the overall results, Cielos
being only 40 minutes behind Knight Flight. These aircraft have all
passengers seats removed to make room for supplementary fuel tanks. Silver Bullet
also tried the direct flight, but eventually landed in Rio Grande, some 150 miles only
north of Ushuaia, with fuel gauges nearing zero and a third place, more than one hour
behind Cielos. Maya One lost one hour on the ground in
Comodoros for refueling. They are now 5th on overall, the 4th place being taken by Canuk,
despite a rather long hold before landing in Ushuaia. Kona Wind and Silver
Wings are 6th and 7th.
Ushuaia approach was breathtaking.
After hours of flight above the lunar desert of Patagonia, crews discovered suddenly the
snow-capped peaks of Terra del Fuego and, just behind, the coastal city of Ushuaia. Water
and mountains were at both ends of the runway, and wild geese on the airfield. Since
mountains are so close to the runway, the approach is not an easy one. Pilots have to
overfly the airport at high altitude, then circle down inside the Beagle channel, which is
only a few miles wide at this stage. To make the matter worse, the brand new long Ushuaia
runway was not usable for most competitors, as aviation gasoline is only carried at the
older airport, now returned to the military, and which only has a much shorter runway
perpendicular to the prevailing winds, closer still to the mountain range : a pilot's
nightmare. Being usually reserved to military traffic, this runway does not even appear
anymore on civilian charts. The last competitors had to find it in the dark, surrounded by
unknown high terrain and only guided by the faint glow of emergency runway lights. A real
challenge by any standards.
Santiago de Chile, 12 April, 23:00 UTC - Ushuaia
marked the race mid-point, and competing crews headed North for the first time this
morning. Although weather there had been unusually good for the season during the two day
stopover, low lying clouds and rain showers greeted the competitors as they woke up.
Meteorological forecast for the 1,300 nautical miles flight to Santiago only confirmed
that some weather flying would be required to get there. Tierra Del Fuego mountains were
engulfed in freezing clouds, and overflying them was impossible for the pilots of
non-turbocharged airplanes, or for those who did not carry breathing oxygen. The alternate
route would follow the Pacific ocean coastline, but with a severe penalty in mileage and
flight time. This is what happened to Knight Flight, who is still leading
overall, but lost 42 minutes and comes third on the leg behind Cielos and
Silver Bullet.
Ushuaia approach was
breathtaking.Two competing crews suffered mechanical problems while in Ushuaia. Silver
Bullet was taxiing on an uneven surface after refueling when the propeller of the
short legged Mooney hit a ridge. The propeller was reworked by a local mechanic from the
Argentinean Air Force, and Silver Bullet was able to depart this morning.
Crew Karole Jensen and Merce Marti even claimed upon landing that the aircraft was flying
better than ever.
Ushuaia approach was breathtaking.Canuk
was less lucky as a faulty oil pump was discovered during the customary engine run-up,
seconds before take-off. The crew had to have engine diagrams faxed to Ushuaia from
Canada, and they plan to reach Santiago tomorrow when their engine is fixed. Their fourth
place overall may not necessarily become history though : since they did not actually
take-off, the clockwork did not start and they have a fair chance to get their position
back tomorrow.
Lima, 15 April 03:00 UTC - It's a
Knight flight !
Knight Flight did
a quite remarkable performance today, coming first place on the sector with a hefty 1 hour
11 minutes margin over closest rival Cielos. While disadvantageous
headwinds were blowing at altitude, the Knight Flight pilots elected to
fly as low as 50 feet over the coastline. The winds shift at very low altitude and they
ended up with favorable tailwinds actually, while browsing the Chilean beaches. Unless
they suffer a major mechanical failure, Knight Flight has virtually won
the race as they lead with more than 2 hours overall.
The crew of former challenger Silver
Bullet did not have the options of flying so low, as the turbocharged engine of
their Mooney is specifically designed for high altitude flying. Silver Bullet
tried to flight direct from Santiago to Lima, but headwinds eventually forced them to make
an unplanned diversion to Iquique, Northern Chile, for fuel. They were very close to
completing the direct route, but Silver Bullet captain Karole Jensen
preferred safety over the chance of running out of fuel a few miles off Lima.
Unlucky Canuk,
which already has lost a day in Ushuaia with engine problems, eventually took-off
yesterday but was forced to land again in Punta Arenas, on the Chilean side of Terra del
Fuego. They are confident the failure has now been traced down and fixed, and they plan to
catch on the rest of the Race today, after a 3,000 miles run from Punta Arenas only
interrupted by a short night stop in Iquique.
San Jose, April 17 13:00 UTC - It has
been a long and exhausting day yesterday for all race participants, as aviation
authorities in Lima did their best to make everyone's life miserable. Having woke-up at 6
am, the competitors arrived at the airport at 8. On any "normal" airport, this
would call for a 8:30 take-off. Not in Peru.
The pilots were denied the normal
crew channels, and forced to complete the airline passengers circuit, with queues at
immigration, customs and security counters, endless corridors and the usual harassment,
only to end up in the departure lounge, some two miles away from their airplanes parked on
a remote ramp.
This was only the beginning as,
unlike the airline passengers, they were then invited to pay 535 US dollars in airport
fees, including 420 for a so-called "VIP treatment". This to be compared to the
20 to 50 US dollars they had to paid for each landing in the other countries the race
visited. The race director contacted the airport manager, then the head of Peru's civil
aviation, General Burga, to complain about that unfair treatment and ask for a waiver.
This was accepted, and crews headed to their airplanes. Some were already taxiing to the
runway when the control tower, not having received official confirmation of the waiver,
called them off and forced them to return to gate amidst the greatest confusion.
Three hours later, crews were
still sitting in the shade under their aircraft wings, waiting for General Burga to send
the promised confirmation. It was finally agreed that race competitors would be allowed to
leave, as long as the organization's Citation aircraft would stay as a guarantee.
Upon learning that General Burga
had left his office for a downtown lunch without sending the fax he had promised hours
earlier, race director Bernard Lamy decided to call it quit, paid the $4,000 ransom and
headed off to Costa Rica.
Exhausted crews eventually arrived
at night in San Jose, the airport being surrounded by flashing thunderstorm clouds. They
concluded a 14 hour working day with a 18 knot night crosswind landing. None of them plan
to return to Peru for vacations anytime soon.
Oaxaca, 19 April 02:00 UTC - Today was
a bad one for Cielos. The team lost the leg, and their second place
overall.
They were on a direct route from
San Jose, Costa Rica, to Oaxaca when, as they were flying over the ocean off the coast of
Guatemala, one engine monitoring instrument started to indicate a rise of turbine speed.
This situation may potentially lead to a massive engine failure, and the crew retarded the
engine to idle power to keep all parameters in the green. They diverted to Guatemala City
on one engine, the other one still windmilling. One of the organization aircraft was at
that time overflying them, and also diverted to help them on the ground.
Fortunately, a service center for
this type of aircraft is established at Guatemala City airport, and a local mechanic could
determine that the gage reporting the problem was faulty, not the engine. Cielos
was able to take-off again to Oaxaca after spending three hours on the ground, arriving
just minutes before the airport night time closing. They came last on the sector, and lost
their second place overall to rival Silver Bullet.
Leading team Knight Flight
also suffered a failure of the aircraft vacuum pump, thus loosing two main flight
instruments. They were able to continue using the standby instruments. It is the third
time since departure that the pump fails, and they used their last spare unit to fix the
system today. Hopefully, the new pump will hold until Sunday for the final arrival in New
Jersey.
The other competitors had a quite
uneventful trip, as clear weather and favorable winds pertained on the route. The approach
to Oaxaca airport was flown in visual conditions, making it much more easy. The airport is
situated at the bottom of a bowl surrounded by hills, and the instrument approach is not
easy to fly in bad conditions.
New Orleans, 20 April 23:30 UTC - All
competitors choose to fly VFR today, as no airway links Oaxaca, Mexico, to
New Orleans.
VFR stands for Visual
Flight Rules, and is opposed to IFR, Instruments Flight Rules.
IFR is the professional way to go. Airplanes then benefit from full Air
Traffic Control services, being separated from other airplanes and from terrain by
controllers on the ground. The drawback is that they have to follow a fixed network of
airways, and none exists between Oaxaca and New Orleans. Switching to an established
airway would have meant a 100 mile diversion, and competitors choose to fly direct in VFR
which permits direct routing, albeit without help from the ground. VFR is
restricted to low altitude flying though, as airline pilots generally don't welcome
uncontrolled airplanes wandering around their 300 plus passenger airliners.
This situation benefited most to
low flying competitors like our usual winner Knight Flight. High flyers
like Cielos ! lost some time, as their Beechcraft King Air turbines
provide their best output at altitudes where VFR flying is forbidden. Forced
to follow either a high altitude route hundreds of miles off the straight line or a low
altitude, low speed, direct track over the Gulf of Mexico, Cielos ! pilots
could only cry as they heard rivals Knight Flight and Silver
Bullet sail to victory below them.
All competitors got a very warm
welcome for their return to the United States, even from the notoriously tough US Customs.
Formalities were kept to a friendly minimum, and that was really appreciated by the tired
crews who prefer to concentrate on their next flight rather that on endless declaration
forms.
Transmitted from New-York using CompuServe Information Service
positions New York => New York Page 1
--------------------------------------------------------------------------
6 crews MSY=>NYC NYC=>NYC
5 placed 1000 Nm 14550 Nm
--------------------------------------------------------------------------
Knight Flight MSY:21/04/96 14:09
NYC:21/04/96 20:20
(Lance N39503)
time behind preceding 0:01:50
time behind best 0:07:24
Vref 157 kts Gr.1 position 3 1
--------------------------------------------------------------------------
Silver Bullet MSY:21/04/96 14:39
NYC:21/04/96 19:15
(Mooney 231 N231NT)
time behind preceding 0:04:10 7:14:09
time behind best 0:04:10 7:14:09
Vref 210 kts Gr.1 position 2 2
--------------------------------------------------------------------------
Cielos ! MSY:21/04/96 14:16
NYC:21/04/96 18:09
(King Air N80904)
time behind preceding 2:33:34
time behind best 8:45:42
Vref 245 kts Gr.1 position 1 3
--------------------------------------------------------------------------
Kona Wind MSY:21/04/96 14:57
NYC:21/04/96 19:31
(Golden Eagle C-GDPL)
time behind preceding 0:13:58 12:30:17
time behind best 0:19:09 22:05:16
Vref 224 kts Gr.1 position 4 4
--------------------------------------------------------------------------
Silver Wings MSY:21/04/96 15:00
NYC:21/04/96 20:00
(Navajo C-GAWS)
time behind preceding 0:01:37 10:41:29
time behind best 0:32:00 33:55:11
Vref 213 kts Gr.1 position 6 5
--------------------------------------------------------------------------
Canuk MSY:21/04/96 14:18
**** NOT PLACED **** NYC:21/04/96 19:03
(Cessna 414 C-GKDR)
time behind preceding 0:09:46 **:**:**
time behind best 0:29:01 **:**:**
Vref 223 kts Gr.1 position 5
--------------------------------------------------------------------------