They Followed A Star From The East

That next afternoon I go for lunch with Jose and his friend, another pilot who I had met a day or two previously, named Pache who were in the landing field when I arrived. They take me to Rosas place. Across the Organya valley up the same mountain road as the waterfall jumps it is just basically a nice finca owned by a lady of a certain age who has any and everybody who knows round for lunch at 10 euros for 3 courses. It is traditional, very homely and as far away from a tourist trap as you can get. Spanish and Catalan are the only languages spoken. She is a jovial host and an excellent cook, whos bottomless portions would put any of the local restaurants to shame. She should be referd to as Mama Rosa.

T he flying that day is excellent . My wingovers become consistent and as huge as loops although I still need to perfect the timing on the left side .The results leave me itching for the next stage, fullstalls, which I have only ever done a couple of times over water on an siv 3 or 4 years previously. Never have I stalled my wing without direct radio instruction but master Yoda has spoken and he must be obeyed. After all do you wanna be an accro pilot or not pussy? I give in to the dark side. I switch off my targeting computer and use the force. At about 5000ft I lock my arms straight under my seat. The horizontal airflow, my heart rate, resperation and time decrease then stop. The shockwave from this extreme brake position starts at the wingtips and spreads symetricly through the canopy, which folds and concertinas primarily along the trailing edge, then completely in half leaving you weightless for a second as it collapses behind you and falls away. All four sensations return the instant the weightlessness is replaced by freefall while you drop past the flapping horseshoeing canopy then jerk to a stop at the end of the lines. This locked arm position must be maintained and then released slowly and symetricly roughly less than half up way to allow the canopy to begin its re-inflation and flight process. This requires some concentrated effort but gradual even and controlled release is critical. At the less than halfway point it will become clear that the centre of the canopy is thrashing back and fourth in an even and rhythmic if sometimes quite frantic pace. It is at the most forward point that the remainder of both the brakes should be released. The canopy should be allowed to dive and flown away . To release earlier when the canopy is at its rearmost point will cause it t surge violently forward past the stable flight point, collapsing completely and cemetricly at around the 9 o’clock when it is more or less level with what would have been your flightpath. You will then just have enough time to realise what a cock up youve made and call for your mum to tighten your papmers before you freefall past it and it re-inflates when you hit the end of the lines. This in itself is not as dangerous as it is unnerving the real danger being if the flapping canopy re-inflates unevenly or worse with a cravat quickly locking it into a spiral dive. I have spoken to pilots who have had to use all their strength with both hands on one brake to stop these spirals such is their intensity and others who go into complete brown trouser mode and throw their reserve. Not ideal. Having done them before though and getting encouragement from Alex beforehand I find It is actually a piece of cake with a few repeats needed just to allow the brain to process the new sensations. I fly full stalls for the last 40 mins that day and report pleased with my results to my master for new instructions. Alex introduces me to his brothers Raul and Felix. “Now you will be safe my young apprentice...” I’m told “Tomorrow you must fly backwards...” ...” Do fuckin what master?” I ask.