It was quite a send-off at Toluca airport! Several of Jorge and
Malu's aviator friends came to see us off and Jorge took off just after us in his 'Aguila
Negra' Mooney Rocket to take some shots of us in flight.
After all the e-mail duties in the morning, and a further delay
just before take-off - Flemming didn't realize that the flight plan hadn't been filed, as
they only file it after one collects all the necessary stamps - we only took off at 2.15
p.m. By that time the cumulus clouds and their associated thermals were omnipresent.
Besides the thermals, there was another major problem: the high
density altitude prevailing at Toluca. At the time of take-off, the air temperature had
risen to 25° C which amplified the problem. Toluca's
elevation is 8,450 feet (2575 meters) above sea level and the air temperature was
therefore 27 degrees above the temperature in the so-called standard atmosphere, - 2° C.
The high temperature added 3,400 feet to the altitude resulting in a density altitude of
11,850 feet, very thin air indeed for a non-turbocharged aircraft. This causes a very
significant decrease in engine power (down to about 55%) and to get adequate lift for
take-off a much higher true airspeed is required to get airborne. Thus a very long
take-off run would be necessary. Fortunately the runway in Toluca is paved and very long:
4200 metres. In addition, the highest elevation considered in Honey-Mooney's 37 year old
aircraft manual is 5,000 feet! So we were in fact test pilots and our main reference was
therefore past experience in hot and high density airports like Nairobi Wilson (elevation
5,500 feet but hot) in Kenya and Bryce Canyon, USA (elevation 7,600 feet and also hot).
Since the runway was so long, there
was in fact no doubt that we would get airborne. The problem would be to stay airborne
once we got airborne. The danger in high density take-offs is to get airborne at too low
an indicated airspeed, which results in a high induced drag due to high angle of attack
such that all available engine power is used to stay airborne and none is available for
acceleration to a more optimum speed for climb. The difficult phase would thus be to
accelerate from the take-off speed of 70 knots to the best rate of climb speed of 90
knots. Furthermore we would be quite heavy with almost 11 hours of fuel on board as there
was no Avgas available in either Oaxaca, San Cristobal, Palenque or Chichén Itzá.
Normally we take off with 15 degrees of flaps and rotate at 65 to 70 knots indicated
airspeed depending on weight. Further acceleration on the ground is difficult as
directional control gets difficult with little weight on the main landing gear.
After lining up on the long runway we
applied take-off power, adjusted the mixture for best power mixture checking both fuel
flow and EGT (Exhaust Gas Temperature), and then released the brakes. As expected, the
acceleration was very, very slow and the take-off run seemed to take ages. To improve the
odds for success, we made the take-off run with zero flaps, accelerated to 75 knots
indicated and then suddenly applied take-off flaps of 15 degrees. The aircraft jumped into
the air, we quickly retracted the landing gear and came back down close to the runway to
accelerate in ground effect. We were accelerating, great!! Soon we could retract the flaps
and we were at the optimum clean rate of climb speed of 90 knots well before we passed the
departure end of the runway. We made it!! Another reference has been put in our logbook
for heavy and high density altitude take-off in Honey-Mooney. Jorge, who was taking off
just behind us, did of course not have any of these worries as his Rocket Mooney is
equipped with a huge turbocharged engine producing close to two and a half times as much
power at take-off. After take-off we were still struggling with the climb rate as we were
flying toward rising terrain. There is a pass close to 10,000 feet about 15 NM to the
south-east of Toluca which we had to pass, and the rate of climb varied between +600 feet
to -200 feet per minute due to the thermals. Eventually we reached our intial cruising
altitude of 10,500 feet. Needless to say, Jorge had no problem catching up with us
in 'Aguila Negra' so we could take some photos.
Above 3 paragraphs by Flemming (as you
can no doubt guess!). Back to me:
The first 15 minutes or so while Jorge was accompanying us weren't
too bad, but the turbulence due to thermals worsened after that and I was very unhappy for
the rest of the flight. The actual flying time was only 1 hour 40 minutes but it
seemed interminable. I was so relieved to get on the ground.
Another pilot, Enrique Morán, arrived in Oaxaca at about the same
time as us. He was interested to see where we came from and, of course, we told him
about our world trip and that we had just been staying with the Mexican Earthrounder Jorge
Cornish. Enrique is a pilot for a private air taxi company in Oaxaca. He very kindly
gave us a lift into town to the colonial style Posada Catarina with rooms arranged around
attractive courtyards. Then he said he wouldn't be on duty the next day (Monday) and
would be happy to drive us to Monte Albán to see the Zapotecan ruins.
By this time we were both pretty exhausted from lack of sleep and
the ordeal of the flight but in spite of that we headed for the main square called the zocalo
and sipped margaritas while we absorbed the lively atmosphere of that beautiful colonial
town. This was Sunday and it seemed as though half the population of Oaxaca had come
out to celebrate the day of rest. There was music playing from the 'kiosk' (gazebo)
in the middle of the square, children playing with balloons, shoe-shiners and colourful
Indians selling their wares. We strolled along the pedestrian street lined with
handicraft shops and museums to the Santo Domingo church which looked splendid in the late
afternoon sunlight.
The next day, Enrique and Carlos Rosales (another pilot and
colleague) drove us in Carlos' car to Monte Albán, the ancient Zapotec
capital. Perched on the top of a mountain which was flattened when it was built, the
ancient city has a dramatic setting and beats Chichén Itzá as far as that is concerned.
It was inhabited from about 500 BC to 950 AD and was at its peak from 300 to 700 AD.
After that, we enjoyed a good late lunch/early dinner at the Casa
de la Abuela on the zocalo that had been recommended by Malu and Jorge. It's great
in Mexico. You can eat any time from 1 p.m. onwards.
As we stepped outside the restaurant, there seemed to be a mini
street carnival going on with parades of people wearing huge masks. There was even
more excitement when one of the top-heavy masks toppled over and its bearer tried
desperately to retrieve it.
Oaxaca had the best shops for arts and crafts I have seen in
Mexico. So after a successful shopping spree for Flemming's birthday present, we
went to see a show of dances in the traditional costumes of the surrounding villages.
Each village has its own colourful costume and traditional dancing. Flemming
had his eye on the girl in the picture below. I can't say that her partner with the
cumbersome headdress held the same appeal for me!
Thanks:
Jorge and Malu Cornish, Enrique Morán and
Carlos Rosales |