Tag Archives: flying

Flight excursion to the North Cape (Norway)

Two weeks ago, Jérémie and I took one of the aeroclub’s DR-400 airplanes (the 160hp F-GUYA) to make a flight excursion from Toulouse to the North Cape (Nordkapp, in Norway) as part of a “Fly out” organized by the Aviation Society of the Airbus Staff Council, together with 2 other aircraft, the F-BERB (with Norbert and Dominique, who organized the trip) and the F-PANI (with Anne and Nicolas).

At the beginning of the post I will focus on the different flights and share some pictures (taken either by me or Jérémie and Dominique, the ones with more quality) and at the bottom of the post I will leave some more technical details helpful for the preparation of such a trip.

Day 1 (July 17th) – Toulouse Lasbordes (LFCL) – Verdun (LFGW)

We departed one day before the other airplanes to ensure that the engine hours of our airplane would not be consumed during a Saturday with good weather in Toulouse. However, North of Aurillac the weather was not so good so we waited until early in the afternoon to fly to Verdun. Even if not necessary we filed a flight plan and climbed to FL075 for most of the trip, to fly VFR on top of the clouds around the Massif Central and we just descended under the clouds some miles before the destination.

Once at Verdun we refueled the airplane, parked it for the night and booked a room at the Ibis budget hotel, which is however 5km from the aerodrome. A kind member of the local aeroclub gave us a lift to the hotel.

Day 2 (July 18th) – Verdun (LFGW) – Doncourt (LFGR) – Tønder (EKTD)

The morning after we did not have a transport to the aerodrome as apparently there were no taxis in the surroundings, so we had to walk to the airport; a hike that took us well over an hour with the bags and by some wheat fields.

We then made a short (~40′) flight to Doncourt, not without flying over some of the fields and memorial monuments of the WWI battle of Verdun. We then arrived to Doncourt, which has as A/A frenquency 123.500 and that was confusing as there are other aerodromes not too far using the same frequency, causing you to hear messages unrelated to the aerodrome you are about to land.

At Doncourt we refueled again and had a chat with a member of the local club. I went to pick some snacks from a local backery (less than 1km away) while we waited for the F-BERB. We then had a picnic at the aerodrome before departing for Tønder.

For the flight to Denmark we had to file a flight plan. We used a simple route based on the location of some VOR (DIK NOR BOT NDO). We were going to overfly Luxembourg and the whole of Germany. We climbed again to FL075 and were cleared (after the F-BERB) by the ATC (Langen radar) to fly through class C spaces around Cologne and Düsseldorf. Later, we listened in the radio that the F-BERB was descending to 3,000ft and below somewhere North of Bremen so we followed suit. From there and until nearly the border with Denmark the ceiling was at around 2,000ft, but since the ground is almost at sea level the flight was still comfortable. The West coastline of Schleswig-Holstein was wonderful.

When we arrived at Tønder the F-PANI was already on ground and the F-BERB landed shortly after. Our flight plan had not been properly communicated and we were not expected, nor could refuel as we did not have local currency (DKK). We booked rooms in hotels in the village which was at walking distance. We then gathered at the Cafe Arthur and enjoyed our first dinner together as members of the fly out. There Dominique offered us a bottle of Saumur red wine that he had brought to celebrate that first night.

Day 3 (July 19th) – Tønder (EKTD) – Bergen (ENBR) – Trondheim Værnes (ENVA)

We woke up early as we wanted to be ready at the aerodrome at 7am to refuel the airplanes and had a 25-minute walk before to get to the aerodrome. The person in charge of the fuel station arrived a bit later but we were ready for departure at around 8am. We had filed another flight plan to fly to Bergen in Norway.

Flying over Denmark, despite its flatness, was nice, with the coast to the West, small crop fields and villages, including the coastal city of Esbjerg where my brother spent 2 weeks of the summer of 2002. We flew by the coast up until the village of Hanstholm (close to Thisted aerodrome) and then took a North West heading towards Norway with a transit of just above 30 minutes over the North Sea.

Once in Norway we continued flying along the Southern coast, overflying the airports of Farsund Lista, Stavanger Sola and Karmøy until we reached Bergen. During that flight of over 4 hours we enjoyed the good weather and the views.

At the tarmac in Bergen we spent some time between refueling and then waiting for the police to check our EU Covid-19 passport so that we were cleared to enter the country. We then purchased online the week pass covering the landing fees in all Norwegian airports, filed another flight plan and off we went for our next destination: Trondheim.

In that second flight, the sky was covered with clouds but the ceiling was not very low so it allowed for a relatively comfortable flight enjoying the views of the different islands. Once arrived at Trondheim we refueled, parked the plane, were taken in a small bus to the general aviation exit of the airport and walked to our hotel (Radisson Blu at the airport). We had dinner at the hotel restaurant and studied the weather which started to degrade.

Day 4 (July 20th) – Trondheim Værnes (ENVA) – Brønnøy (ENBN) – Bodø (ENBO) – Alta (ENAT)

In the first flight of the day we tried to reach Brønnøy overflying some fjords in the interior and flying over Namsos but before reaching that point there was no visibility and the F-PANI and us had to take a U-turn back to the fjord of Trondheim and get to the coastline overflying Orland airport. In flight we learnt that a NOTAM had been published informing that there was no Avgas that day at Brønnøy. Despite of that we landed there, which wasn’t easy as just when arriving there were some showers, so we had to hold first at the South and then changed our plan and approached the airport from the North West. At the airport we studied again the weather to the next airport where we could refuel, Bodø, a flight of just over an hour.

During the flight to Bodø we had a lower ceiling (at around 1,200ft, flying at below 1,000ft) and showers here and there. Though just at the airport the weather was clear. We landed, refueled, quickly ate some bananas and got ready for the next flight to Alta.

For the flight to Alta we would have liked to enjoy the view of the Lofoten islands, but seeing the weather and winds, we rather flew towards Leknes and then by the Western coastline of those islands. We passed by the West of Andenes. At that point the weather conditions were not very good, the flying was not easy. We counted with the help of the ATC and the messages exchanged between our 3 airplanes. Once we passed the latitude 70°, North of Tromsø, we got encouraging messages from the F-PANI, but as we were approaching Alta the weather was still not getting better, with very strong winds entering the Stjernsundet fjord to get to Alta. The airport in Alta was at the end of another fjord and at that point the wind was calmer and we landed.

The airport was closing so we just had time to get some help to get a taxi, book a room at the Scandic hotel and had dinner at Du Verden. The study of the weather during that dinner was not very positive, but we still gave us until the next morning to decide what to do the following day.

Day 5 (July 21st) – Alta

Before breakfast at 7am we looked at the weather and decided not to attempt to reach the North Cape that day, as the conditions were not very good with winds, rain and clouds. We booked another night at the hotel and the group split in two: Dominique and Norbert went to the airport to refuel the 3 planes, while the rest of us went to the museum of Alta to visit the Rock carvings (see related post). On the way there there was some rain but later on the sky became clear and we continued walking around for a total of more than 12km that day.

Back at the centre of the village we got some food for the plane (so we could have something to eat in the stops), we took a closer look at the iconic Northern Lights Cathedral and later met the group for dinner at a pizza restaurant, where again we studied the weather for the following morning, when we would attempt to fly by the North Cape followed by a flight to Tromsø.

Day 6 (July 22nd) – Alta (ENAT) – Alta (ENAT) – Bodø (ENBO)

We woke up early again, took breakfast together at 7am and got ready to go to the airport and wait for the weather to become more favorable. After about an hour, the F-BERB departed first by the fjord and then flying over the terrain to reach Porsangerfjord at the East and reach the North Cape from the South. A bit later the F-PANI and us left following the fjords (flying by Hammerfest) and reaching the North Cape from the West, took some pictures of it and then took heading for the South West.

The F-PANI flies much faster and at some point they reached a situation without visibility so they took a U-turn and so we did and both airplanes flew back to Alta, where we refueled again and stayed for some more time waiting for a front of clouds and rain to pass.

We then departed again, this time reaching the coast directly through the fjords to then follow the Western coast of the Lofoten islands on the way to Brønnøy. That flight was a very complex one. Already getting out of the fjords was difficult with very low ceiling, flying at 500ft, some showers, low visibility… flying with the help of the GPS to ascertain where the other side of the fjord or the next island would appear.

After 1h30′ the sky became somewhat clearer and just when we were going to fly West of Andenes airport we received a message from the F-BERB informing that the weather by the interior of the Lofoten islands was better and we could see some light from afar at that point so we changed plans and took heading for Evenes airport. We then enjoyed an hour of very pleasant flight over the islands and turquoise waters.

We flew past Bodø and exchanged some messages with the other airplanes about plans in Trondheim after refueling at Brønnøy only to find that some 40nm South of Bodø visibility was very bad and the ceiling very low. The difference now was that the area is full of small rocky islands, so at that point we made another U-turn and flew back to Bodø. The visibility at the airport was very low as well so we waited holding flying in circles at some 600ft for a few minutes about 20nm South of the airport until the controller offered to guide us to the airport under Special VFR.

We landed, refueled, called the tower by phone to thank the ATC for his help, booked a hotel by the harbor (Radisson Blu) and had dinner at Bjørk. Back at the hotel we studied the weather again and decided to go early to the airport to see if we could depart the following morning.

Day 7 (July 23rd) – Bodø

We reached the airport earlier than 7am to see if we could leave, but hesitated as the weather conditions were still quite degraded and were not getting better. After a couple of hours at the airport we gave up, called our colleagues at Trondheim (who then pursued their trip) and went back to book another hotel (Zefyr) and took the opportunity to visit the Norwegian Aviation Museum (see related post).

In the afternoon I went to rest at the hotel, while Jérémie went visiting around the city. For dinner we went to Burgasm (with a very comprehensive variety and customization of burgers).

Day 8 (July 24th) – Bodø

This day the weather was still pretty bad, as another low pressure front was coming from the South West and expected to hit the coast. We went to visit the Salmon centre by the harbor and then to the airport to move the airplane and align it with the strong winds that would blow later in the evening (and hopefully clear the local weather so that we could depart the following morning). That evening we had dinner at En Kopp, with very good fish dishes.

Day 9 (July 25th) – Bodø (ENBO) – Kjeller (ENKJ) – Tønder (EKTD)

We left the hotel at 6am to try to be ready to fly at 7am and so we did. That day the weather was finally good, with just some clouds at 3,000ft around Bodø but clearing further South. We continued flying along the coast down to Brønnøy while climbing first to 4,500ft and then to 6,500ft in order to fly to the interior of the country, East of Trondheim, flying over Røros and approaching the TMA of Oslo Gardermoen from the North, flying by the East of the CTR and finally landing at Kjeller aerodrome (the first aerodrome built in Norway in 1912), where the weather was completely different, blue sky and hot temperatures.

Funnily enough, at the fuel station of Kjeller we met a local who had been in Toulouse learning to fly aerobatics and knew some members of one of the aeroclubs in Toulouse Lasbordes. We had lunch there, studied the weather again ahead of the crossing of the sea and the flight over Denmark, where storms were announced.

Shortly after we took off again from Kjeller, overflew Rygge and continued our flight to the South very close to the separation between the Norwegian and the Swedish FIR, while having the Swedish coast in sight for most of the time until we could see from afar the thin peninsula of Skagen in Denmark. This time we flew closer to the East of Jutland to avoid the storms that seemed to be more to the West. We left Aalborg to the West, then Billund and the ATC of Skrydstrup helped us in flying through some local cumulonimbus and showers, until we were finally in sight of Tønder.

At Tønder we met some of the members of the local club and later came the person in charge of the refueling station (as Norbert had called him to make sure they were aware of our arrival). This time we were able to pay in euros, so we refueled that same afternoon, before we were offered a lift to the Motel at the centre. We then went again to Cafe Arthur.

The following day would be a long one and the weather forecast wasn’t very good for Denmark or Luxembourg, but seemed OK to cross Germany. Following the example of the F-BERB we decided to go very early to the aerodrome to take off as soon as we could.

Day 10 (July 26th) – Tønder (EKTD) – Doncourt (LFGR) – Alès Cévennes (LFMS) – Toulouse Lasbordes (LFCL)

We woke up at 4:30am and left at 5:10 for the aerodrome. While walking the sky was clear, but when the aircraft was ready mist was taking over. When we were about to align on the runway we could not see further than half of it, so we went back to the parking, switched off the engine and waited a few minutes.

A bit later, when the mist seemed to have cleared a little bit and we had good visibility of the whole runway we tried again to take off and this time we went to the air leaving the low level mist below us and we continued our flight on top to the South, immediately crossing to Germany.

We flew at 4,500ft until Nordholz and then climbed to FL065 to have better visibility of the cities ahead of us. Later, ahead of reaching the class C spaces around Düsseldorf and Cologne the ATC gave us clearance and asked us to climb to FL070 to stay in VMC conditions, as around Cologne the clouds became more numerous and were quite abundant by the time we overflew Luxembourg.

Once we had crossed to the French air space we looked for a hole among the clouds so we could get below by flying down in circles making a downward spiral, and so we did, until we were below the ceiling at just around 1,000ft above ground level. We then informed the ATC of Strasbourg that we diverted to Doncourt instead of flying to Verdun, in order to land sooner instead of flying longer at that low altitude.

We then called the BRIA of Bordeaux to close the flight plan, refueled the plane, ate a little and studied the weather in France, which didn’t seem very good around the Massif Central nor West of it. After some careful study we guessed that the safest approach would be to make a small detour and fly South towards Toulouse by Dijon, Lyon, Nîmes, Montpellier and Carcassonne, and so we did.

We only encountered some showers before reaching Dijon, but further South the weather was good and we only had to watch out for some glider activity at some points around Lyon. We made a refueling stop at Alès Cévennes before getting ready for the last flight of the excursion.

Flying to Toulouse through the corridor of Montpellier – Carcassonne is something I had done a few times, so we just focused on staying alert as the day was getting long and we were becoming tired.

We finally landed at Toulouse Lasbordes, where Dominique and Norbert (who had arrived two days earlier) were waiting for us. They brought a bottle of champagne which we drank by the airplane still on the tarmac. They then helped us getting the airplane in the hangar, we said good-bye, continued cleaning the plane, filled in the papers… and savored the moment of what we had just accomplished: flying VFR all the way to the North Cape and back.

Trip preparation and tips

  • We flew for over 46 hours, the other plane departing from Toulouse did 43 hours. On flying days the average flying time was almost 7 hours per day, with a maximum over 9 hours the last day. We completed 15 flights.
  • We were stranded 3 days without flying, the other airplanes only 1, but the F-BERB in a similar excursion years ago also lost some 3 days. We also had to delay our departure by 4-5 days due to heavy rain in the North of France, Belgium and South of Germany around the targeted departure date. Thus, it would be prudent to budget in your calendar at least 10 days for the trip.
  • The excursion was mainly about flying, preparing flights, refueling, studying the weather (at dinners, breakfasts and refueling pauses). We only had time to visit the places when we were stranded. Thus, it is trip for dedicated aviation enthusiasts.
  • We opened an account at the Norwegian Avinor site. It’s free of charge and it contains all the aerodrome charts, AIP, weather information and a tool to file flight plans. In that site you’ll be able to get a week pass to cover all the landing fees for about 94€ (in July 2021).
  • For the preparation of the flights and the navigation we relied on SkyDemon (I took 1 month subscription for 14€) from an iPad Mini (however I used an external GPS connected to the iPad, this proved tricky for the battery management in the flights over 4 hours). The good resolution of SkyDemon was very valuable to fly along the coast when visibility was low.
  • Special attention needs to be paid to where you can refuel. About half of the airports in Norway do not have Avgas 100LL. Most of the ones that do have Avgas do not accept cash or credit card payment, but are divided into those which accept the Air BP card (which we had) and the ones accepting the Shell card (which we didn’t have, those part of the AFSN network – there was an AIP from just a few months before informing about that). Therefore we were effectively restricted to about one fourth of the airports (that is an element when thinking about flight planning and potential diversions, whether they may occur at the end or beginning of a flight). The best would be to depart with both the BP and the Shell cards.
  • All of the airports we landed were of moderate size with long runways.
  • The Norwegian ATC was quite helpful all along the trip and accommodated to many of our requests. When flying low sometimes we did not appear in their radar and sometimes the radio reception was poor, but those instances did not last long.
  • There was not much VFR traffic in the North, most of the other aircraft in the frequency were commercial aircraft from mostly Widerøe, Norwegian and SAS.
  • We did not make any hotel reservation in advance, only when landing at each airport in the afternoon, as we were not sure of whether we would be able to make it to the intended destination (a couple of times we didn’t). Once landed we made the reservations via booking.com.
  • The overall budget (including the cost of the flight hours including fuel (the largest cost by far), landing fees, hotels, meals, etc) for our plane has been around 9,500€ (less than 5,000€ per person).

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Flight excursion to Menorca and Mallorca

Last weekend, with Luca and our children, we took one of the aeroclub’s DR-400 to make a flight excursion from Toulouse (France) to the islands of Menorca and Mallorca, in Spain. The excursion was part of a “Fly out” organised by the Aviation Society of the Airbus Staff Council in which 5 aircraft would make the same trip.

The main purpose of the flight was to visit Menorca, and we flew to Mallorca to refuel before coming back. It is an excursion that in the Society we had been trying to make since 2015 but we have had to cancel it due to bad or uncertain meteorological conditions several times. The flight includes a leap over the sea of about 1 hour from the East of Bagur (in Gerona) to the North of Menorca and, as there are no safe landing spots in that area, you want to have more or less certain good weather along the route both the day of the departure and return flights.

22. a Formentor, Alcudia, Cap Farrutx

Cape Formentor, Alcudia & Cape Farrutx.

We made 4 flights.

Toulouse Lasbordes (LFCL) – Perpignan (LFMP)

Flight duration: 1h11’.

Flight_route_LFCL_LFMP

We included this first stop over Perpignan just to refuel the aircraft to the maximum before flying over the sea all the way through Menorca, so in case of bad weather or any other problem at the destination we could make a comeback to France or somewhere else in the Spanish coast. We selected Perpignan instead of other viable options such as Ampuriabrava for various reasons, among them lower cost of fuel and landing fees.

In the way to Perpignan the sky was overcast (OVC) at a low level around Carcassonne, and, as I did not want to fly on top for that leg, this forced us to fly just at 1000 ft above ground and to follow the highway to Narbonne rather than taking a more direct route to Perpignan over the mountains. You can see the route we followed above.

It was the first time I landed at Perpignan, but finding the field from the way points NL (in the coast) and NF was trivial. Once in the vicinity we integrated directly into the circuit for runway 31, closer to the fuel pump. There, we had a quick lunch and prepared for the following flight.

Perpignan_chart

Find the Garmin record of the flight here.

Perpignan (LFMP) – San Luis (LESL)

Flight duration: 1h56’.

Flight_route_LFMP_LESL

Just after the take-off from Perpignan we took a right turn towards the East and reached the coast South of waypoint EA. From then on we started climbing up to 5500 ft, the altitude selected for the flight over the sea (the highest, the better). In order to keep a high altitude you need to avoid the TMA from Barcelona, otherwise they may ask you to descend below 3000 ft. Thus, we went to the capes of Bear, then Creus and from then on South East heading to pass about 10 nm East of the VOR at Bagur. From then on we followed a series of IFR waypoints (NEMUM – AGENA – VERSO – TOSNU – SARGO).

TMA_BCN

Flying above the sea is not particularly eventful. You mainly need to maintain the altitude and attitude and the heading stable, as it is very easy to loose references with the difficulty to distinguish the horizon.

As far as radio communications are concerned: we were first transferred with the Gerona traffic control and then to the one of Barcelona. The communications were held in Spanish. Easy, as long as you have a flight plan and follow the announced route. Those frequencies were mainly used by commercial flights going to/from Barcelona or Palma, mainly Vueling flights. Also good to know is that as you fly away from Barcelona at some points you may not be heard by the control; no worries, keep going and sending the messages.

About an hour later we had in sight the North of the island of Menorca, the cape of Cavalleria. But before that, approaching the way point of SARGO (about 25 nm or 14 minutes from the shore) you need to descend down to below 2500 ft, though the control will ask to go down to 1000 ft AMSL as that is the limit of the air space class A around the main airport in Menorca, Mahon.

Cavalleria

Cape of Cavalleria.

Once in sight of the shore we requested to follow the coastal line to the East down to the East Corridor for Mahon in order to reach San Luis from the East (the control had however proposed to surround the island around the West and South).

San Luis_chart

Following that route we took the opportunity to take some nice pictures of the coast, the lighthouses and the fortress of Isabel II at La Mola.

San Luis is a non-controlled aerodrome without radio. Therefore, you must stay connected to the frequency of Mahon and land at your discretion, with a circuit to the East of the runway (02/20). The aerodrome is managed by the Aero-club of Menorca. In their site you may find contacts and charts (old ones being in use). There are not official fees but a contribution is expected; 10 euros for landing, 5 for parking. These are paid at the restaurant by the apron, which serves very decent menus and where the staff will be happy to help you calling for  taxi.

We spent the remaining of Friday afternoon and all Saturday enjoying the beach and the hotel’s pools, including a beer on Saturday night with the colleagues from the Society at a bar by the beach, Es Corb Mari (in Son Bou).

Find the Garmin record of the flight here.

San Luis (LESL) – Son Bonet (LESB)

Flight duration: 1h10’.

Flight_route_LESL_LESB

As the aerodrome of San Luis doesn’t have a fuel pump we could refuel at the main airport of Mahon, but as it requires to contract handling (with expensive fees) we preferred to fly down to Son Bonet (in Mallorca island), which landing fee is less than 7 euros, no handling contracting is required and there is free parking for a stay below 2 hours.

We filed the flight plan on the phone with Menorca airport (at this time the number for flight plans being: +34971157138). On ground, we were already connected to the frequency of Menorca and right after take-off we were cleared to turn West and cross the axis of the airport in our way to the West corridor which took us to the South coast of the island up to the cape and lighthouse of Artrutx.

From Artrutx we flew over the sea towards the bay of Pollensa (making use of its VOR), in Mallorca, and then we flew within the inner side of the island following the road from Alcudia to Mallorca by way of Inca. When leaving Inca we passed with the frequency of Son Bonet (123.5) around which English is mainly spoken as there are quite a few helicopters flying in and out. Finding the aerodrome coming from the road was trivial and we easily integrated into the circuit for runway 23.

At Son Bonet we paid the landing fees (~ 7 euro) and filed the flight plan at the small office by the parking. We refuelled (~3.05 euros per litre of Avgas 100LL) and had some lunch before the long  flight to Toulouse.

Find the Garmin record of the flight here.

Son Bonet (LESB) – Toulouse Lasbordes (LFCL)

Flight duration: 3h04’.

Flight_route_LESB_LFCL

Once we were ready at Son Bonet, we got on board and departed from runway 23 again, took a right turn to the West during the climb to fly North of Son Moix on the way to Esporles to reach the coast of Tramuntana in order to fly along it up to the cape of Formentor.

Flight_route_LESB_LFCL_2

In the past, we had visited several spots along the way of this coast on the ground. The landscapes are remarkable. This time we wanted to get a view of them from the plane, which was breath-taking.

Once we reached Formentor we took a heading to the North and followed another series of IFR waypoints (KENAS – SULID – AGENA – NEMUM) to reach the East of the above mentioned VOR of Bagur, cape of Creus and enter back into French air space. This time, as the weather was clearer than during the first flight of the excursion, we maintained 5500 ft altitude until we had exited the TMA of Carcassonne.

Find the Garmin record of the flight here.

Some general remarks:

All the navigation logs were again prepared using the tool Mach 7, and during the flight we used the help of the AirNav Pro on the mobile phone (no tablet, though it would be easier). For Spain we had 1/1.000.000 chart from AIR MILLION (Editerra) and the 1/500.000 from Rogers Data. Neither of them has the IFR waypoints marked on them, so you need to write them down yourself in advance.

VFR aerodrome charts in Spain are retrieved from the site of ENAIRE, which in my opinion is less user friendly than the French equivalent. The charts themselves are comprised of too many different documents to handle; it is better to have a simple single PDF of 2-8 pages s in the French case for VFR. On top of that, not all small aerodromes have the information in ENAIRE, try googling about them or contact the local club.

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Flight excursion to Malause’s phare aéronautique

Last Sunday, yet again, we took one of the aeroclub’s DR-400 airplanes to make another family flight excursion.

On the occasion of the previous excursion, last week, I introduced the phares aéronautiques, i.e., aeronautic lighthouses that were set up in 1920s to allow night flight navigation for l’Aéropostale courriers. Last week we spotted a couple of them to the South East of Toulouse. This time, we wanted to spot a couple of them to the North West of Toulouse, on the way to Bordeaux, in the villages of Canals and Malause.

Last week, we prepared quite well the spotting, checking in Google maps different views of what we would try to see from the airplane so that we could easily recognise them. This time, we prepared less, just marking a cross in the map with the approximate location of the phares and hoping that we would identify the lighthouses on the ground.

Well, the task proved as difficult as finding a needle in a haystack. We missed the phare of Canals in the first leg. We then continued over flying the Canal Lateral up to the water slop of Montech (1).

montech_1

The navigation of this flight was rather simple, as once over the Canal Lateral we kept flying over it northward up to the Pont-Canal to the East of Moissac (2).

Moissac

We then flew along the river Tarn until it flows into the Garonne and then the Garonne until Malause. We then knew that the phare would be to the North of the river, the canal, the railway and a secondary road. See it below.

Malause_1

If you haven’t been able to spot it, it’s OK. You’re not the only one. We didn’t spot it at first sight. We flew in circle to have a second chance. I reduced the speed from 190 km/h to 150 km/h, to see if at a slower speed we would see it better.

Malause_2

Saw it already? Not yet? Don’t worry, I didn’t either. But you see, I was at the controls, at the left side of the cockpit. But you… you have here a frozen picture, you’ve got no excuse not to see it. In fact, you’ve got the picture because Luca is starting to be a hell of a spotter.

Malause_3

Once at home, I researched a little bit and found this local website about the phare (in French), with a couple of pictures, some data, history of these phares and a nice chart from 1932. It explains that the lighthouses started to be built in 1923 and that by 1932 there were 140 of them across France. This one at Malause was operated by the family Jolly until 1948/1949.

2012_12_30_Cartographie_Phare_St_Exupery_01

On the way back to the aerodrome of Toulouse-Lasbordes we passed by Moissac and Montech again and failed to spot the lighthouse of Canals again. Next time.

Montech_2

Finally, see below the navigation chart with the route followed marked on it. The total engine running time of the excursion: 1h15′.

Mapa

(1) See here a post in which I described the concept of the water slope and a post about another flight excursion in which we took some more pictures of it.

(2) See a post about another flight excursion in which we took some more pictures of it.

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Flight excursion to Montferrand’s phare aeronautique and the Pyrenees

Last Sunday, we took one of the aeroclub’s DR-400 airplanes to make another family flight excursion.

This time the purpose of the flight was twofold: (1) we wanted to spot a couple of phares aéronautiques, i.e., aeronautic lighthouses that were set up in 1920s to allow night flight navigation for l’Aéropostale courriers, close to Toulouse, and (2) we wanted to take benefit from a sunny day around Occitanie to make a tour around the snow-covered Pyrenees, something we already did about a year ago when we completed the route of the Cathar castles (see here a post about it).

See below the quick reference paper navigation log prepared for the flight.

Nav_log_new

A few months ago, a friend of Luca, Tijmen, tipped us on the existence of these aeronautic lighthouses. See in this website a map with the precise location all of them had, including those still standing.

Map_phares

We succesfully spotted the 2 phares closest to the East of Toulouse-Lasbordes aerodrome, located in Montferrand (just to the East of the wind turbines by the A61) and Bazièges (just to the North of the silos marking the waypoint SB). See a picture of the first one below (2 houses to the left of the wing blue tip).

Wind turbines

IMG_20170319_112316917

Once we had spotted the phare in Montferrand, we took to the South to start the climb to above 10,000 ft in order to fly over the Pyrenees.

Pyrenees_afar_1Pyrenees_afar_2

Approaching the Pyrenees, we flew over the old castle of Montsegur, which we had already seen before when we flew over the Cathar castles. See below a couple of pictures, in context and in detail.

Montesegur_1

Montesegur_2

Once up there, we just enjoyed some minutes of flying around, spotting skiing stations, seeing possible routes through the mountains towards Andorra and Spain, enjoying the breathtaking views, taking a few pictures…

Detail_navigation

Over_wing

Over_dashboard

Selfie

Finally, see below the navigation chart with the route followed marked on it and the navigation log as used. The total engine running time of the excursion: 1h28′.

Nav_chart

Navigation_log_used

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Musings on objectives setting

A few days ago, I had a short Twitter exchange with a couple of friends on  objectives. Sara mentioned that she was not setting objectives for the New Year. Nacho made a point of my objective tracking approach, which I detailed in a post in the blog back in 2011 (Personal mid-year review). Unfortunately (or fortunately) I do not follow such a thorough approach anymore (1), though I do set myself some personal yearly objectives, have them noted down, track them, etc.

In that post from 2011, I made reference to a previous post in which I commented on a HBR study and a post post by Sid Savara. The main takeaways from those readings were: have the goals in written, have plans towards achieving them and share the objectives with someone (at least with someone you have confidence with, not necessarily with everyone!).

In this post I quickly wanted to share some examples of the objectives I set to myself (2):

  • Reading: as I mentioned in a previous post in which I shared a summary of (my) 2015, I set myself a minimum objective of reading 10 books a year. I do not read any book for the sake of meeting the objective. It is rather that I have dozens of very much dear books in the shelves waiting to be read and I keep buying (and grabbing from my parents’ home) books that I think would teach me something or add some value. Ideally, I would like to read about 2 books a month. That would make over 20 books in a year, however, during some periods along a year I read less often, I found that I am not that fast reader (in English and French and neither in Spanish!) nor all the books that I pick are that easy or short, so I linger every year around the 10 books. Do I share the objective? Up to now, not explicitly, though I force myself to write at least a yearly post commenting the books I have read… thus, I do have to read them! Follow up: it is not very structured, though I know at any moment the books I have read along the year (I keep a record) and every now and then make some numbers of pages to be read per day, per week, in order to complete this or that book at a given point in time.
  • Writing: here I always remember a tip from Conor Neill, a professor at IESE, who says that we should strive to write something everyday, at least 500 words (see the blog post where he explains the benefits of doing so, Writing to reflect. Mindful leadership). In my case, apart from job emails, files, presentations…, I do not write (and reflect on) for this blog (or any other format) on personal interests everyday. Ever since I started the blog, back in February 2010, I intended to write regularly. What does that mean? Initially I aimed at publishing 8 posts per month, I lowered this target lately to about 6 posts per month. That would make about 70 a year. In 2015 I just met that target. Previously I had always been above 80 posts. See below the monthly production.

Blog post per month

Blog post per year

  • Speaking: on this front I was very consistent when I joined Toastmasters in December 2007, trying to give a public speech every two months. I kept being quite engaged until more or less mid 2012. I then dropped Toastmasters until I re-engaged myself in mid 2014 at the corporate club of Airbus in Toulouse. I am now trying to figure out the pace at which the club attendance allows and I am able to prepare myself to speak often (by speaking I refer to giving prepared speeches, as every two weeks in the club almost everyone gets to speak either with a role of evaluator, in table topics, etc). Thus, a vague objective (speaking regularly), not quantified, not yet in written, though shared.
  • Flying: for this objective scheduling is key. As I mentioned in the post where I shared my path to the private pilot license (PPL), it took me 4 years to obtain it mainly due to the difficulty in finding slots. From March 2015 (once I had passed the theoretical exam) I was more rigorous, always trying to have at least two slots scheduled with the instructor and airplanes booked at any point in time. This enabled that, even if many slots had to be cancelled due to weather conditions (or any other issue), I was more regular with the flying, I managed to obtain the license and fly over 19 hours. For the 2016, the goal is clear: to fulfil the requirements to maintain the license, that is 12 flight hours with 6 take offs and landings in the last 6 months prior to the license expiry date. On top of that, in order to carry passengers it is required to have completed 3 take offs and landings in the previous 90 days. Thus, the requirements by law help you in aiming at flying often. On the other hand, I was trained to fly on Robin DR 400 airplanes and another objective I have is to learn to fly another model, Diamond DA20 in order to have more flexibility with the scheduling of airplanes and be able to fly oftenhow often is often? At least a flight per month (ideally 2), about 2 flight hours a month… this objective, then, is well followed up with the aeroclub scheduling tools, navigation logs, etc.
  • Running: with the running I have many and varied objectives. From running (e.g.) 2,000 km in a year, to completing at least 2 marathons a year, to beating personal best times (PBs) in different distances (10k, half marathon and marathon), to other miscellanea objectives (e.g. running x days in a given week, y kilometres in a given week or month, running some special race, running a number of days while on holidays…). For the completion of marathons and aiming at PBs I do schedule training plans at the online tool provided by Garmin (the provider of the GPS watch I use). Thus, the objectives are clearly defined, shared (with Luca, colleagues, in social media) and well followed up.

And it is here that I wanted to stress on the definition of the goal, its writing and its sharing. I will take the objective “running 2,000 km”. In 2014 I started to publish online in Twitter regularly both the goal and how I was progressing.

With the online tool I have the objective clearly written down and tracked, I know whether I am ahead or behind, the weekly or monthly mileage needed to attain the goal, etc. The sharing of the goal in my inner circles helps with the finding slots to run. The sharing of the goal more widely encourages and pushes oneself. See below how I reached the objective in 2015. You can see that while the training towards Seville (February) and Madrid (April) marathons lasted I was well ahead the reference. After those marathons took place I fell behind, even if I only fully stopped for a week after Madrid marathon. I kept running below the reference weekly mileage until the end of June, when I was 70km behind… I then subscribed for Millau (September) and started building up mileage for it, then extended the training up to Toulouse marathon (October), stopped only 3 days after it and, since then, I always was around or over the reference to attain the goal (even if I had to stop for over a week at the end of November due to a cold that got me down with severe throat ache).

Running mileage 2015 progression

***

It is clear that each one has a different approach and there is not a single one that fits us all. Many will not want to be constrained by fixed goals, nor be reminded of them by having them written, even less sharing some goal they are unsure to meet, not to talk about publishing it on social media! This is just how I go about trying to meet some personal objectives.

(1) At least not for every objective and plotting a global indicator.

(2) These goals are easy to share others are kept in the inner circles.

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Summary of (my) 2014

Brief recap of my 2014. (1)

In the last year recap I mentioned that in 2014 I wanted to give it a try to the processes’ approach at the time of setting goals. Trying to introduce new habits, settle others, etc. I started very focused: waking up earlier, studying Dutch first thing in the morning, arriving at the office earlier, training at lunch time, getting back home earlier, playing with Andrea, spend some family time, read and study at late evening/night. Some of the habits have stayed, some others not, and I have taken new ones along the year… let’s review the year.

The main events of this year:

  • AndreaFFVFRLuca passed the exams to become a lawyer in France, found a job in a law firm and finally sworn before the court as a lawyer.
  • Andrea… many events in her front. From the first flight with me at the controls in February, to her first steps in the summer, to travelling first time to Africa and America…
  • We moved houses, though still living in Toulouse (from the flat in Saint-Cyprien to a house in Sept Deniers).

Avgeek. The stage we had in Paris for Luca’s exams allowed me to visit the Musée de l’Air et de l’Espace (Le Bourget) and to get to know the airfield of Issy-Les-Moulineaux. Our escapades to the Pyrenees made us discover Musée de l’Aéronautique of Luchon. The more recent trip to the USA allowed us to visit the Dayton, where the Wright Brothers originated and the National Museum of the US Air Force, for which I still have to write about, but you can see my brother’s post on the museum. We also had the chance to visit the Francazal air show.

VitrineThe moving to the new house gave me the opportunity to find a well deserved location for the model collection.

Flying. Apart of the mentioned first flight with Andrea on board, in this 2014 I managed to complete some 17 flights totalling almost 15 flight hours, 30 take-offs and landings and including 5 solo flights (one of them a navigation flight).

????????????????????????????????Not only Andrea had her baptism regarding flying with me at the controls in 2014, but Juan, Maicol, my mother, my sister Beatriz and brother Jaime had theirs too! Despite some exercise-related incidents (including a runway excursion, through during a solo flight), I am sure they enjoyed it and the experience made it to their 2014 memories.

Since the progress was good, just before the summer my instructor mentioned the taking of the exam! But first I had to pass the theoretical part, which I had postponed so far. I did a first attempt in November in which I cleared half of it, next attempt in a couple of months. Then, some more flight lessons (not having flown since September), flight hours and start thinking on the practical exam!

FinMarLearning. The balance between family, hobbies and work is always tricky. This year I started strong studying Dutch which I dropped after 3 months, and in the second half of the year I had to put hours to the study of the PPL theoretical part (in French), with partial success.

In between, I completed some other online courses (MOOCs): The Age of Sustainable Development (Columbia), An Introduction to Operations Management (Wharton) and Financial Markets (Yale). In parallel, I completed some other very interesting in-company trainings on Airline Engineering and Maintenance, Management of Conflicts and Time Management.

Reading. This year again I didn’t set any objectives in terms of number of books, but I only prepared a shelf with a selection of about 20 books that I wanted to prioritize. In the end I read the following 10 books (about half of them from the selected shelf):  Hot, Flat, and CrowdedThe Roaring NinetiesEl amor en los tiempos del cóleraThe Early History of the AirplaneSeeking Wisdom: From Darwin to MungerWhat management is, Sycamore Row, The Racketeer, Micro, Crime and Punishment (in Spanish). You can find here a brief review of each of them and references to longer reviews I made about them in the blog.

Family 2.0. Despite of the family life and different changes, I managed to write just a bit over 80 posts. Plus the blog received over 80,000 visits in 2014 (a 60% increase in relation to 2013) and is very close to surpassing the 200,000 since I started it in 2010.

On top of that, Luca went forward with her own blog, check it here, Jaime launched his new blog (with especially interesting post on aerospace topics!) and my mother launched a website to promote her therapy business (Terapias ArcoIris). I wonder whether Andrea will start a blog before speaking or writing! (2)

DSC_0161 - CopyTravelling. This year we visited Paris for a week (first time in Versailles and in the château de Chambord for me), made 3 escapades the Pyrenees (with Luca and Andrea alone, with my family and with friends), visited again the United States (NY and some new places for us: Boston, Gettysburg, Dayton, Pittsburgh, Philadelphia – with over 2,100 miles driven and 8 different hotels in less than 2 weeks!) in a very entertaining trip with lots of learning opportunities and experiences, the Dordogne, spent a half resting half discovery week in Mauritius, flew to the Netherlands (3 times, a week each time), five days in Sicily (Siracusa, Milazzo, Taormina; incredibly beautiful places) and these last days of the year in Madrid.

????????????????????????????????Again, those were the leisure trips; on top of that, the job made me go to Madrid another 20-25 times (?), that made it tiresome and difficult to combine with other things but gave my plenty of opportunities to see my family, friends and to run in the Retiro park…

Sports – Running. This year, due to the young age of Andrea, we did not manage to go skiing. We neither played some golf as we wished we had to, nor gave it a try with soccer. What I did was basically, guess… running.

In 2014 I ran well over 1,900 kilometres, which was a goal I set to myself at half way through the year (when I had completed just over 800). As I wanted to reduce the weekends’ agenda, I competed less and just took part in 9 races (3) (versus 16 in 2013) including: 2 marathons (Rotterdam and New York, both under my previous personal best time!), 2 half marathons (Blagnac and Toulouse, no personal best here though), 3 10k‘s (all of them under 45’, with two consecutive personal bests!) and a couple of trails: Cassoulet and Foies Gras. As you read, in 2014 I achieved personal bests in marathon and 10k thanks to the different training plans I combined (more variety), which was great. I did not so in half marathon, I think in 2015 I’ll try to improve the 3 marks.

IMG_0219Following the sentence “the running shoes, always in the suitcase”, the year 2014 caught me running in: Wijchen (9 times), The Hague, Rijswijk, Sevilla, Rotterdam, Paris (x6), New York (x2), Milazzo (x3), Montauban, Mauritius (x5), Madrid (x16), Dayton, Colomiers, Benasque, Barakaldo, Allentown, Verfeil, Mauvezin… plus the tens of times I trained in Toulouse and Blagnac.

This year, apart from the races, I managed to train plenty of long runs: 11 over 20km, including 6 over 25km and 2 over 30km; and did plenty of series’ sessions (too many to mention). That contributed a lot to the improvement of my times.

Other reasons for joy in 2014 have been:

  • My family: My sister moved to Odense (Denmark) to study a master in International Security & Law  (you can follow her in her blog), and once the classes were completed moved to Vilnius (Lithuania) to make a stage at the NATO Energy Security Centre of Excellence. We had the pleasure to have my mother over for a month in July-August. We enjoyed 2 weeks of holidays with Jaime in the States, apart enjoying several runs with him. My father is ever more engaged with NGOs teaching classes to disfavoured people in Madrid.
  • Some more friends got married: Alessandro, Erik, Simone.
  • And we welcome some newborns from family and friends: Guillermo, Cas, Nils, Amelie…

Now it’s time to rest, celebrate and soon to plan how we want the 2015 to turn out. It will again be a year full of personal and professional changes, with plenty of learning opportunities, kilometres to run, marathons to enjoy, airplanes to fly and flights to catch, museums to see, books to read, trips to make and parties to enjoy.

For now, I will close 2014 celebrating my sister’s birthday, running the San Silvestre Vallecana in Madrid with several friends and enjoying a last dinner with the family.

I wish you the best for 2015, enjoy it!

(1) You can see my 20102011, 2012 and 2013 recaps.

(2) I have to confess that at some point I considered the idea of opening a blog for her to register each of her flights… I dropped the idea, because I was incapable of registering all the desired data of so many flights! [over 20 flights in 2014 alone for her]

(3) That figure excludes the San Silvestre Vallecana that I will run the afternoon after this post is published.

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Summary of (my) 2013

Let me share with you a brief recap of my 2013. (1)

I defined my 2011 as a year on the run and my 2012 as a year of change, and yet 2013 brought more running and more change that either 2011 or 2012! To me 2013 will be a family year: as Luca and I got married and we got a baby, Andrea.

At the beginning of 2013 I did not set a list of objectives to be fulfilled along the year as with the wedding preparations and the coming of Andrea I was going to have plenty of occupations. However, that does not mean that it was a quiet 2013.

Getting married.

Getting married.

May 11, 2013. On that day Luca and I celebrated our wedding. That was our highlight of the first half of the year. We celebrated it close to my parents’ place, in the hills close to Madrid, on a great spring evening , surrounded by most of our relatives and friends (many of you, coming not only from all corners in Spain but from Canada, Brazil, The Netherlands, France, Italy, Switzerland…). Apart from being a very emotive day we had lots of fun.

The monday after the wedding we departed for a honeymoon around the US west coast. We took the opportunity to visit the usual suspects of the area (LA, San Francisco, Grand Canyon, Sequoia Park, Yosemite…) and the not so common places: the aircraft cemetery known as The Boneyard and the AF Flight Test Center (this required visiting 2 US Air Force bases: Davids-Monthan and Edwards), the aviation museums of Pima and Seattle, the Lowell observatory, the Boeing 787 / 777 /747 Final Assembly Lines…

Family Irastorza Van Veen.

In February we announced here that we were expecting a baby. On August 11th, Andrea was born in Toulouse (2).

She weighed 3,610 grams at birth and measured 50cm tall. Now, 4 and half months later she is over 7kg and over 63cm. She has been the highlight of the second half of the year.

Family 2.0. All these events made me slow down the blog posts production rate at some times during the year, though not for the lack of ideas or contents! Nevertheless, I managed to write about 90 posts! Plus the blog received over 50,000 visits in 2013 and surpassed the 100,000 since I started it in 2010.

On top of that, we saw how Luca went forward with her own blog, check it here.

Learning. What did I learn this year? The main job here has been to internalize on time the turn to becoming a father. Once that was assumed, I would say that, with the good health Andrea has had so far, it has been rather easy, albeit energy and time-consuming.

I would say that trickiest that I am finding is the balancing of time between family, hobbies and work. And it has been at the other side of the work-life balance, at the work, where another leap forward was required: in terms of new concepts, new position within the team and several challenges encountered. Though, with the great courage and support from Ruth and Loreto, the year has passed way smoother than one could have suspected.

Other than that, this year I did not manage to formally study neither French (booh! to myself) or Dutch (another big booh! to myself), and this is something that I will have to make up for in 2014 (otherwise I risk to be left out in conversations between wife and daughter!).

Online education: after getting started in 2012 with online courses, in 2013 I completed in Coursera platform the following 4 courses: “Energy 101” (Georgia Tech), “Model Thinking” (Uni. of Michigan), “Nutrition and Physical Activity for Health” (Uni. of Pittsburgh) and “Exercise Physiology: Understanding the Athlete Within” (Uni. of Melbourne). On the down side, I did not fully complete other 3 online courses for which I obtained only about 60% of the credits, even though I enjoyed them even more than the previous ones: “Game Theory” (Stanford), “A Beginner’s Guide to Irrational Behavior” (Duke) and “Understanding Einstein: The Special Theory of Relativity” (Stanford), in all three cases I missed some deadlines due to being travelling without time and proper connections to complete assignments.

Reading. This year I didn’t set any objectives in terms of books due to the reasons mentioned above. Add to that that my eReader broke at the beginning of the year and I only replaced it in June and only started to use the new eReader in December (!). I have only read 7 books in 2013 (“Thinking Fast and Slow”, “Calico Joe”, “Born to Run”, “Les Cow-boys d’Airbus”, “Personal Memoirs of US Grant”, “Moneyball” and “The Art of War” for a second time). I think I will soon write a post about them.

Sports. After about 16 years, I got to practice again skiing (!), which used to be one of my favourite sports. We went with colleagues to Val Louron, Saint-Lary and Baqueira. I also got to play soccer again after about 3 years without playing… with the misfortune of getting injured (left leg adductor) just weeks prior to a marathon.

Skiing in Val Louron (France).

Running the San Diego marathon.

As you can imagine if you are a frequent reader of the blog, what I practiced often was running. In 2013 I managed to run over 2,000 kilometres, I took part in 16 races including: 3 marathons (Rome, San Diego – while on honeymoon!- and Athens), 2 half marathons (La Latina – Madrid – and Toulouse) and 4 trails of around 20km each. For the last marathon I manage to complete a training plan to the end which made me very proud and helped to beat my 10k and half personal records.

I don’t remember from whom I picked the sentence “the running shoes, always in the suitcase”, but I follow it to the point: The year 2012 caught me running in Toulouse (all kind of corners in the French south west region), Gruissan, Madrid (the day I got married included), Torrelodones, Rome, Santander, Murcia, Santa Monica, San Diego, San Francisco (Bay to Breakers race included, and along the Golden Gate bridge), Sequoia National Park, Mojave desert, Tucson, San Diego, Everett, Oakland, San Lorenzo de la Parrilla (Cuenca), Comillas (Cantabria), Athens, Wijchen… so in a way it was also a year on the run. Many of these times I have been running with friends (Jaime, Serna, Manuel, Juan, Kike, Jon, Nacho, Gon, Juan, Nervi, Pablete…), which made it even better.

Investing & helping others: with the organization of the wedding in sight, I had a cash preference for the use of savings. With the wedding gone, I will re-start looking for investment opportunities in 2014 (hopefully the stock market isn’t so hot then).  In a few weeks I will publish how our investments (made in previous years) have fared in 2013, but they have gone well (as most of the stock markets). On the charities side: this year I directed 1.1% of my net income to different NGOs and non-profits (soon I’ll make a similar contribution, check out which ones will I support this time).

Travelling. This year either with Luca, with friends or alone, I visited Santander, Murcia, United States (LA, SF, Seattle, Mojave, Flagstaff, Tucson, San Diego…), Comillas, Greece (Athens, Delphi, Meteora, Marathon), The Netherlands (Wijchen, Den Bosch)… take the case of Andrea, who with just 4 months has been 3 times in Spain, 3 times in The Netherlands and Greece (having flown 11 times already)… those were the leisure trips; the job made me go to Madrid another 20-25 times (?), that made it tiresome and difficult to combine with other things.

My first flight on-board the A400M.

My first flight on-board the A400M.

Flying: again, 2013 has been a difficult year to find slots to fly with the instructor. Due to weather conditions, work, etc., we had to cancelled several sessions. In the end I could only fly over 13 hours. However, on August, 30, I did my first solo flight!. That was another highlight of the year. During the summer time, while my parents and in-laws were visiting to see our newborn, I could take onboard my mother and father-in-law. 

On top of that, on August 29, I got to fly onboard the aircraft I work on at Airbus Military, the A400M! (yet another highlight).

Other reasons for joy in 2013 have been:

  • Family: My brother switched jobs within the same company and will soon depart again for Germany. My sister, after completing her degree in Political Sciences, pursuing a course on Energy Security in Madrid and getting yet another certificate in English, moved to Odense (Denmark) to study a Master in Energy Security (you can follow her in her blog). My mother keeps working on her massage business, and my father is now engaged with 2 or 3 NGOs spending part of is time as a pensioner teaching maths, physics, etc., to disfavoured people in Madrid.
  • Some more friends and relatives got married: Marlies, Pablo, Jose, Unai, Marlies.
  • And apart from Andrea, these newborns will share her promotion: Julia, Aaron, Mencía, Diego, Julia, Maeva

Now it’s time to rest, celebrate and soon to plan how we want the 2014 to turn out. I believe the next year I’m going to give it a try to the processes’ approach at the time of setting goals. I have been repeating to myself for years that each year that passes is getting better than the previous one. If I see at the account above, improving 2013 seems difficult, but who am I to question that 2014 will be, again, the best year of my life!?

I wish you the same: the best for 2014, enjoy it!

Enjoy!

Enjoy!

(1) This post is becoming a classic of the blog (like those talking about aircraft discounts, best and worst posts, charities I support, etc). You can see my 20102011 and 2012 recaps.

(2) For the avoidance of doubt: despite of being born in France and due to her parents being Dutch and Spanish, Andrea is of Spanish and Dutch nationality, not French. Quoting a work colleague: “here [on the possibility of getting French nationality at birth or not], French law protects our children…” 🙂

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Summary of (my) 2012

Let me share with you a brief recap of my 2012. (1)

Seychelles

Finally engaged.

I defined 2010 as a learning year, 2011 as a year on the run… I would describe my 2012 as a year of change:

  • I proposed to Luca and we’ll getting married in May 2013.
  • Luca came to live in Toulouse together with me last September, 4 years after having left Madrid to become a lawyer in The Netherlands.
  • My boss at the beginning of the year, Werner, moved to Germany thus I started reporting to his boss. A colleague, Paula, moved to another department and I had to fill the gap for some months trying to learn a complete new field for me. Yet another colleague, Rosa, moved to another country, and I will partially take over her role… and this implies managing a small team of 3 from January 1st.

I guess that all these changes didn’t give me the stability needed to fulfil all the objectives I had set myself at the beginning of the year… but don’t think 2012 wasn’t rich of events and fun. Have a seat in the roller coaster and run with me:

Sports. I wanted to do plenty of sports… in the end I run some 1,500 kilometres. I competed in 9 races, including tonight’s San Silvestre and two marathons: Paris and Berlin. I set personal best times in marathon (Paris, 3h45′) and 10k. I was not able to do so in half marathon due to an injury in the summer. Injuries forced me to run some 300 kilometres less than in 2011.

The year 2012 caught me running in Toulouse, Paris, Berlin, Torrelodones, Madrid, Sevilla, Rijswick, Papendal, Huelva, Asturias, Gaillac… so in a way it was also a year on the run. I also played some paddle, swam some days (including at North Sea, latitude 58º…) and got started with golf!

Learning. This year was also heavy on the learning side. It could have been much heavier if I had reached all my objectives. On the job I had to learn a great deal about configuration management in Airbus and will have to continue to do so, about leading and managing teams, about A400M aircraft systems…

Off of the job:

  • I subscribed to 4 online courses from Coursera and other platforms at the beginning of the year. I kept up with Codecademy for some 2 months while could not finish any of those courses (on valuation, corporate finance, game theory and model thinking). However, at the end of the year I took on some other 3 courses from Venture Lab and this time I did complete all 3 of them!
  • Languages: I started studying Dutch at the beginning of the year and I kept up with it for some 2-3 months… 2013 will force me to re-take it. French…
  • Toastmasters: I almost didn’t attend to my club meetings. I took part in the contests, though. having good experiences in the Spring winning both speech and evaluation and not so good in Autumn, not winning any, though being able to compete also at the area level.

Reading. At the beginning of the year I wanted to read at least 15 books. I started well, but in the end I have finished just 10 while being half way through other 4. Check out “my 2012 reading list“, including just the finished ones.

Investing & helping others. I again set myself high objectives for saving and investing. This year however, the engagement changed the focus of the savings: from stock market to a preference for cash, at least until all the wedding expenses have been paid out. On the charities side: this year I directed 0.9% of my net income to different NGOs (soon I’ll make a similar contribution, check out which ones will I support this time).

Travelling. This year either with Luca, with friends or alone, I visited Monaco (flying aboard a helicopter again!), Seychelles (where I proposed to Luca!), Asturias (twice), Huelva, The Netherlands (Papendal, Rijswick), Berlin – Nürnberg – Munich, Sevilla (twice), Madrid, Scotland, Corsica, Nancy, Geneva… those were the leisure trips; the job made me go to Madrid another 20-25 times (?), that made it tiresome and difficult to combine with other things.

Javi 2.0. For another year I kept it up with the blog. I recently reached 300 posts. I’m not sure whether I’ll always write about 100 posts per year, but if life keeps getting more interesting and I’ve got the time, count on it.

Change of plans due to the bad weather in the mountains, heading south to the coastline, re-calculating the route.

Flying back from Corsica.

Flying. Last year I took on flying lessons. I was slower in this front that had wished to, though it wasn’t always easy to find time slots to fly with so many trips on weekends. I recently surpassed 20 flight hours and started with go-arounds in the airport. Without any doubt, the trip to Corsica with a colleague was the best flying experience of the year. I’ll hopefully start with solo flights at the beginning of 2013 (beware!).

Other reasons for joy…

  • It goes without saying it: Luca came to Toulouse!
  • My sister, Beatriz, completed her masters in Political Sciences. My father spent some 5 months in Bolivia working for NGO teaching children a bit of maths and who-knows-what (he is doing similar work for NGOs now in Madrid), mom kept on giving massages and Jaime had roller coaster year with the A400M!
  • Some friends and relatives got married… Fernando, Diego, Héctor, Sergio, Ceci.
  • Newborns: Clara, Lenny…

Now it’s time to rest, celebrate and soon to update the objectives setting for 2013. I believe I’ll give myself a more relaxed set of personal goals to cope with job changes, personal changes and else. One thing I am sure of: 2013 will be, again, the best year of my life!

I wish you the same: the best for 2013, enjoy it!

(1) This post is becoming a classic of the blog (like those talking about aircraft discounts, best and worst posts, charities I support, etc). You can see my 2010 and 2011 recaps.

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