# Monthly Archives: November 2018

## ACAT aviation rally (rallye aérien) 2018

Last June 23rd, together with my friend Asier, we took part for the first time in an aviation rally (rallye aérien) organised by my aero-club, ACAT.

For starters, an aviation rally, following (more or less closely) the rules of the Aviation French Federation (FFA), is not like the sport cars’ rallies that we may be used to see. It is not about who is the fastest in a given circuit. It is rather about precision, and the purpose of organizing such rallies is to improve as pilots and increase the safety of flight, along with the competition side of it.

The rally in itself included the following parts:

• A theoretical part.
• An observation part

In order to rank the teams, a series of penalties are introduced in each of the parts, as described below:

In order to discover the route of the flights, even if not subject to penalties, the different teams received a questionnaire. By correctly guessing the answers to the questions we would be able to find the route that we had to fly. For this we had a map, a ruler and pens. From that moment the flight preparation started.

We made two flights of about 1h20’ each. In each of the flights, a part of it would be the subject of the competition, defined by a “starting” and “finishing” points that we had to closely over fly. In between those points a few turns had to be made. We had to estimate at what time we would fly over each of the points with a precision of plus or minus 15 seconds. A greater deviation than that was penalized.

To correctly track the route followed and measure the time in which we flew above each of the points, we carried 2 GPS recording devices provided by the organization. With them, the organization was able to print the track of the flights as below.

The image above corresponds to the first of the two flights. In the image you can see that we missed the Final Point, in red. But in the table below you can see how we passed the different turning points. We over flew the starting point (10 minutes after take off) 23 seconds behind schedule, which carried a 9 points penalty. The following turning point (PT1) was passed in 6 seconds above schedule…

Along each of the flights we had to spot on the ground a series of images (16 per flight). For that we had some papers with small photographs taken in advance by the rally organization. When we saw an image, we had to identify where we had seen it in the map we had been given. The photographs for each of the flights were not in order, so we had to pay attention to see them. The more you saw, the less you were penalized. However, if you placed the landmarks corresponding to the photographs in wrong locations in your map, you were penalized as well.

Before the flights we had to estimate the overall fuel consumption of the aircraft for the two flights. After the flight we refueled to see how good or bad our estimate had been. In our case we had estimated 69 liters and needed 67. Not bad. But those 2 liters of deviation, carried the corresponding penalty.

As part of the theoretical side of the rally, we also completed a multiple choice questionnaire, similar to the PPL exam but shorter.

The experience was great. We had much fun and even if we did not place well in the rally, we learn quite a bit out of it: (1) to select a slower target speed to allow for wind variations and then set your speed to the targeted one instead of compensating at turning points, (2) to better prepare the reaching of the Starting Point of the circuit, (3) the lower fuel consumption to be employed when flying in with a lighter take-off weight.

I guess we will take part in more aviation rallies in the future.

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## First World War Armistice Day and Compiègne Wagon

Today, November 11th is commemorated “Armistice Day”, the day in which First World War representatives of the Allies and Germany signed at Compiègne (France) an armistice for the cessation of hostilities on the Western front at the “eleventh hour of the eleventh day of the eleventh month“.

Last May, we visited the “Musée de l’Armistice 14-18” at Compiègne, in a forest north of Paris. The main attraction of the museum is the Compiègne Wagon, the train coach in which the armistice was signed. A replica of the coach is displayed today at the museum, showing the position of each delegation within the train.

The coach itself, number 2419 D, was a restaurant coach built in May 1914 and delivered to the French Marshal Foch in September 1918 and employed as an office. The coach was the sixth out of the seven of the train that brought the Allied delegation.

As part of the display, one can see pieces of the original wagon, the rails where the train once stayed, some monuments to the main actors of the event, military uniforms of the time, pictures of how the delegations arrived to Compiègne, documents with the letters exchanged in advance of the meeting, announcements made to communicate it, some videos of the time, etc.

The armistice initially expired after a period of 36 days. It was followed by the Paris Peace Conference in which diplomats from several countries participated. The British economist John Maynard Keynes was a delegate at the conference, and he wrote the book “The Economic Consequences of the Peace” about it (see here a post about the book).

Months later, on June 28th 1919 the Treaty of Versailles was signed.

In September 1919 the coach was donated to the Musée de l’Armée, in Paris. It was then moved to the Cour des Invalides where it was displayed in open air for some years. Thanks to the contribution of the American businessman Arthur H Fleming, a building to house it in the forest of Compiègne was built, where it was displayed until the Second World War.

Second World War

Once France was occupied, on June 22nd 1940, Hitler ordered that the wagon was taken out of the exhibition building and be placed in the rails outside in the exact location in which it was on November 11, 1918, for the signature of another armistice. He carefully prepared the setting, by switching sides for the occasion, the German delegation occupying this time the seats that the Allies had taken in 1918, with Hitler taking the place of Foch. As the story goes, he stayed while the terms were read out by someone of his delegation and left the coach before the signature took place. He then disposed that the coach be transferred to Berlin to be displayed there, at the Cathedral. As the second world war advanced the coach was moved to different locations in Germany and destroyed before the end of the war. Thus, what it is shown today is a replica.

## Dublin marathon (2018)

Last Sunday, October 28th, together with my brother Jaime (see here his post about it), I took part for a second time in the Dublin marathon, the “Friendly marathon” according to one of their lines, the 4th largest marathon in Europe with about 18,000 people registered, above 16,000 finishers.

Jaime and I subscribed to the marathon after the good experience I had in Dublin two years ago (see here my post about it), when I ran it with Serna. After the bad experience in Vienna last spring (see here) I wanted to have better prepared this marathon, but I did not. I arrived to Dublin with just above 470 km in the legs (in the previous 16 weeks), some 70 km more than for Vienna but between 200 and 300 km less than when I have closely followed the training plans in the past years. As you can see below, I found myself at the end of August or the beginning of the 8th week of the plan without having trained much and with 9 weeks to go and about 10-12 kg overweight, and then I put myself to the business.

In the 8 weeks prior to the marathon week I averaged 50 km per week, but I missed many long runs on weekends and wasn’t able to complete good series sessions until the last 3-4 weeks. In any case, I could complete some trails, lose some 6 kg and arrive with the confidence of being able to finish it even if the final time was uncertain.

The circuit of the marathon was the same as in previous years.

From experience, I knew that the profile was not flat with a few climbs but that the crowd, with plenty of Dubliners cheering at the runners, and the cold weather (5 degrees Celsius at the departure time) would help in keeping us running at pace. My strategy was to start with Jaime from his box and run together with the 4-hour pacers until I could not keep up with them, hoping to come with them until the km 30 and then see.

Due to the big crowd of runners at the start of the race, it took me some 3 kilometres to get to the pacers, with whom I lost contact after the km 6 due to a short technical stop, but I quickly recovered the gap. I skipped taking a bottle of water at the supply station around km 10, and got to some distance ahead of the pacers. I then doubted what to do, whether to wait for them (to actually run between them) or keep going ahead pacing myself. As in 2016, I took the second option and I went ahead, running consistently a bit faster than the target pace for a 4-hour marathon (5’41” per km) until the km 33, and only then, at km 34, I felt that it was a bit harder to sustain that pace so I softened a bit, not much, and I kept some strength to run a faster last 1.5 km to enjoy the last crowded streets.

In the end, I clocked a net time of 3h55’15”, better than expected and with great feelings while running all along the race, as it was the case in 2016. It was my 19th marathon completed, easy to say today but not so on April 30th 2000 when I completed my first one in Madrid.

With the 3h55’15”, I was again below the 4-hour mark, and finished in the 7181st place of 16236 finishers (see the diploma below), that is in the top 44%, just in the upper half. That time makes it my 10th best marathon, just in the median of the 19 I have completed.

At the finish line, I changed clothes and waited for Jaime to take a picture with him and share the experiences of each other before going to our hotel. It may not have been the last time to run in Dublin.

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