1. Idea
The idea to fly with "flying bicycles" to the black sea resulted from my large hobby of the fliegerei, my passion for the travel and my curiosity on unusual progressive movement means and their borders. Already as a child I looked longingful to flakes and birds after and - according to my nut/mother - at the age of four years had already decided to become pilot. I had to wait because of legal restrictions still twelve years, until I was allowed to finally begin paraglider flies with 16 years with that. The practice of this fascinating kind of sport, which provides otherwise unattainable perspectives and views of nature for humans, paired itself soon with the urge to travel. In order to achieve the most diverse European flight areas without driving licence and large money employment, I discovered the Trampen.
To Abitur and civil service I wanted to originally fly me for a half year to Australia, deliberated then however to plumb the borders of the Trampens as travel form. One widens possible distances, which a European can put back to country and with short Faehrabschnitten, probably is to Timor/southeast Indonesia. Thus I tried my luck. With exception of two short flights I reached Australia after five months over Indonesia nevertheless still, whereby penalty starting from Iran my main means of transport were.
After I in the year 2000 the extension of the paraglider flying around a motor drive estimate had learned, soon the thought, also with this very contemplative, matured there only approx.. 45 quick km/h means of transport the domestic Gefilde too abandoned and a "air passage" to undertake. Because the crucial difference to "normal" engineless paraglider flies is the independence from mountains and Thermiken as "drive". Upwinds will know starts owing to the constant thrust from the propeller unnecessarily and from the level to take place. For refuelling one must to a usual gas station.
But first there was still another central problem: What passes heavy engine paraglider, which one has with flies as a kind "backpack drive" on the back after the landing with that nearly 40kg? How do I come to the gas station and into the next village without the entire equipment lie on the spot to let? These questions were clarified, when the paraglider drive company "Fresh Breeze" invented the "Flyke" made of Hanover. An adequate, comfortable couch wheel, was developed on which one can put the backpack engine on with a handle. Combined with a paraglider, which can be stowed away for driving under the seat, from it a very well working road and aircraft with three modes of operation result:
- at the soil with pedal drive, with or without engine as luggage
- at the soil with motor drive by propeller thrust (in Germany on roads forbade, there not permissionable - air jet endangers e.g. bicycle driver, kiosk displays etc..)
- in air as agiles ultralight aircraft.
That was the starting signal for the conversion of my travel idea. I borrowed myself first a Flyke out and flew equivalent for practicing times 160 km from Darmstadt to Tübingen, tank stop in the Kraichgau including. Thus it was clear that this kind of the travel is a realistic and still thing beautiful in addition.
The search for, an exotic and nevertheless realistic destination removed far followed. Since the to a large extent quite unknown "new east" of Europe, apart from beauty and hospitality, offered also climatically good conditions in the summer for an air passage, I favored this goal and could in the spring 2004 two further pilots for the idea inspire.
In order to leave also indifferent ones at this aeronautical pioneer achievement sharings (someone flew never before with an engine screen without soil team so far), fast the idea was born to produce a documentary film over this journey.
1.1
Exposé (developed in May 2004)
A goal is the production of a documentary film over a travel adventure of three pilots, those with a new aircraft, which can move itself both to country and in air, which "extended the east" of Europe to explore and up to the black sea penetrate want.
By the development of a "flying bicycle" by the German paraglider drive manufacturer "a new aeronautical horizon opens Fresh Breeze". The so-called "Flyke" is actually an engine paraglider, which becomes combined with a couch wheel an aircraft, from which air does not remain withholding as only progressive movement medium, but can drive by pedal or propeller strength also on roads and ways.
It is singular and open thereby as only aircraft the possibility of being able to transport the pilot also to the landing further. With conventional aircraft, all the same the journey at the airfield ends to which design and size and can only by means of taxi or bring along vehicles (difficult, because of weight problems) are continued. The traveler would like to stay however in the rarest cases at the landing place. With the Flyke a new flexibility for the airline passenger, who still strengthens itself by the very small space requirement for takeoffs and landings, is won.
The investigation of strange countries and landscapes from air represents an unusual "overview" and does not surely only have for me a special fascination. A group of three pilots with experience of many years with most diverse aircraft together-found itself to learn the east of Europe in this exciting way. By the extension of the peaceful group of the European union this moved with us into the center of the political attention. The pilots want landscapes to discover, meet humans, thereby to all challenges place themselves, which this new form of the travel holds ready and masters these without an accompanying soil vehicle.
In the aircraft, which have only very small weight capacities, one must be carried on the most necessary minimized travel equipment. There the liberty to land and stay on interesting and attractively working places, a central interest is, also complete camping equipment will belong to.
Problems, which will obviously place themselves to the traveler, are the procurement of fuel and food, the dependence on wind and weather and legal aspects with trespasses beyond the border. In addition comes each quantity of imponderables, which are to document a goal and be contents of the film.
To consider is the quite small speed of the aircraft of max. 50 km/h. Thus a large dependence on the wind velocity results. E.g. if a moderate east wind of 25 blows km/h, then cannot be flown nearly, since the cruising speed becomes too small by the head wind. On such days would have to be flown then particularly early or late, since the wind conditions are frequently calm at these times of day. If one accepts an average speed of 40 km/h, then 200 km should to be put back be able on a normal day. With a total distance from scarcely 2000 km to the goal of the journey, the black sea coast in Romania, this could take 10 days under optimal conditions. Taken into account are at present at least 14 days.
Only one mini data processing camera is to be carried. Available is for this the newest state of the art appropriate 3-Chip Panasonic NV-GS 70 EEC. As already it mentions above the "mission" is weight critical, why without any lighting apart by LED emitters of the fahrrad-Beleuchtung must be done.
Since the engine of the Flyke has a e-starter and charges therefore also a battery, a 12V-Bordnetz is available, which can be used to the shop of a second camera Akkus.
All Data processing Tapes is to be carried despite lack of space for quality reasons. An external, small microphone is used. In addition is planned to note the radio between the three pilots.
With three Flyke Motorschirm systems of the company Fresh Fresh-Breeze is flown. These are to be arranged legally as "light air sport equipment" within the category of the "ultralight aircraft". The equipment weighs without pilot and loading approx.. , a small take-off distance of max needs 55 kg for taking off depending upon wind and height of the starting point. 50 m and has an average fuel consumption of 6,5 Liter/h. Thus the range without auxiliary tanks amounts to about 70 km.
Further equipment among other things on board are beside the luggage a rescue parachute for emergency situations, radio and navigational instruments.
The journey is to lead from the center of Germany to the black sea coast of Romania. The way is the goal and the pilots across Poland, Tschechei, Slowakei and Hungary to Romania will lead. A landschaftlicher high point, which is on the way, will be the high Tatra - a mountain massif of savages beauty, whose crossing from Poland will be to Tschechei both visually impressing and aeronautically provocative. Beside the many contacts, which will arise probably anyway as a result of the remarkableness of the aircraft, we try, to attach contacts to ultralight flight pilots and to meet these on the way after possibility. This is among other things important, in order to have information over air law interests of the individual countries to received and for possible problems competent partners locally.
Altogether the travel route is not to be planned however explicitly. The liberty, start and to land to be able, as it pleases one locally, is to remain preserved.
Border crossings are to take place the legal simplicity because of after possibility for country. Interesting situations are pre-programmed here however nearly.
The team of the three adventure-merry pilots:
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Till Middelhauve
Camera, direction, production
Flight experience 12 years, of it 4 years with engine
paragliders
-
Michael Werner
Inventor and technical designer of the Flyke, managing
director of the company Fresh Breeze, repeated one German master in
Motorgleitschirm Trike flies
-
Erik Behr
Flight experience 12 years, 4 years with engine
paragliders, 7 years of airliners,
Professional pilot at the charter flight company CONDOR
1.1.7 return motion scenarios:
There are different possibilities of bringing pilots and equipment from Romania back to Germany:
-
Preferred variant:
Erik Behr can procure favorable flugtickets by its work at the
airline CONDOR, which belongs to the Lufthansa company, and carry
forward also a "Travel partner" at a favourable price. I have
likewise a Lufthansa woman employee to the Lebenspartnerin and have
therefore similar possibilities. To these conditions also
Business-class-tickets is affordable, which opens the possibility,
which engines by the increased luggage border of the Flykes - stowed
away in a special traveling bag - when luggage einzuchecken. The
bulky Flykes can be divided and be likewise sent owing to Erik Behr to
favorable conditions as so-called "R2-Mitarbeiter-Fracht" as cargo
with Lufthansa to Frankfurt.
Problem of this variant is actually only to be brought there
these in no case be carried engine packing ashes to Bucharest can and
a company locally find, which can pack the Flykes cargo-fairly.
-
Alternative variant:
If the first variant should not function, a friend with a
borrowed delivery van would have to drive off, which fetches at least
the devices.
2. Cinematic realization
For the realization it was from the beginning clear that would be not simultaneous to convert aeronautical and cinematic pioneer achievement. Already alone for weight reasons reductions had to be made during the camera equipment. In addition it was clear that I would not have the capacity in all serious flight situations to film. In critical situations own security would enjoy naturally priority before the production of pictures.
2,1 planning
The concrete planning of the journey began approximately in February 2004. One of the first acts was a call with the manufacturer of the Flyke, to which I did not have closer contacts up to then apart from my existence as a faithful customer. I spoke my idea and made clear that I would need for the realization support in the form of aircraft. Fortunately my enthusiasm jumped over fast and I could after a personal meeting a few weeks later the Sponsoring into account firmly take. The managing director of Fresh Breeze and inventor of the Flyke, Michael Werner, had even decided to participate even in the journey which represents an inestimable advantage for maintenance of the technology.
When Mr. professor Bunne was found as responsible persons for my diploma film, I began also to announce our plans officially: Each German message in the countries which are on the way received an information letter over our project. In the case of a case this would know and for us to the side stand could possibly.
Also the responsible aviation authorities were contacted.
Poland became uncomplicated. Engine screen flies is there permissible with a German license and insurance easily. The Slowakei requires a written request and gave after repeated telephoning permission finally. Similarly it behaved with the Tschechei. The only difference was that within 6 weeks from the responsible office despite all efforts no reaction to our request was to be gotten. Because of missing permission we had to thus bypass the Tschechei. Into Hungary we came fast with a very helpful man of the air sport federation into contact, which sent us a written permission to Hungarian. In Romania we could contact an old acquaintance, whom I had met before already twice on author iron to Eastern Europe in aeronautical interests. It was likewise very helpful and tried to legally probably smooth our aeronautical way in the most complicated country of the journey. We obeyed its request that we should deliver daily position signals with it, later on the journey easily surprised, since we had heard of such a regulation still for no other country. It was later locally helpful with map material and its contacts very us.
2.2. Selection of the participants
Since I could fly not alone to Romania and wanted, because this would be very detrimental first of all unattractively and secondly for an interesting film, I had to consider myself first, as many pilots participate should and then begin to find suitable occupation.
A journey too secondly was from the beginning the favored constellation. It is to be considered that a start with a Flyke saves some imponderables and therefore several starting attempts are often needed, in order to come into air. By the high loading of the aircraft this factor strengthens, since a clearly longer take-off distance and a higher take-off speed are needed. If the journey becomes too third, it lasts again longer, until all participants are in air. First turns already waiting loops - until the latter also flies. There a few valuable litre sprit can often already flew to be, which is possibly missing at the end of the distance.
When participant, who had sufficient time available with 16 days vacation, I could win mine flier colleague Erik Behr (32). To him I, not least because of its occupation as an airline pilot, had also aeronautically large confidence. , one should bring along maximum stress, also in critical situations for the execution of the project in any case. Erik Behr flies engineless paragliders for 15 years and since approximately five years also the motorized variant. For six years it sits vocationally in the cockpit of a passenger jet.
As itself Michael Werner (38), inventors of the "Flyke", likewise offered, was this a very welcome addition of the team. It was not clear whether he would find the time to accompany us the whole distance. However it would be worth for the support of the technology gold. Since for example the engines of the Flykes work by the easy building method and high vibrations on the edge of the technical possibilities, nevertheless the more frequent times a defect arises, which can be usually repaired with the necessary expertise fast. In addition came the large aeronautical know-how of the technical designer, who can probably the very most flying hours on a Flyke at all show and this also with various cups with relevant championships occupy can. With Michael Werner was impossible therefore that it would brake us!
Not least I also wanted to participate in the journey! With twelve years of "engineless flight experience" and likewise approx. five years engine screen know-how also I was equipped with the necessary apparatus to conquer new horizons.
2,3 problems
The only serious problem in the planning phase was the identification of a date, at which all three participants of the journey would have time. In the long run we depended on Michael Werner, whose company has in such a manner much work that it has actually never time. It selected the period of the smallest evil. Erik Behr created it despite high season at its employer to shift its vacation on this date. I was flexible and depended on the two.
2.4 aeronautical preparation
In order probably also in unknown and possibly less ideal area start and to land to be able, was urgently required to collect before the journey still flight practice. I had borrowed one year before for some days a Flyke, in order to test the negotiability of my idea of a large Flyke journey. I was few times started and landed and then equivalent flown 160 km to Tübingen, in order to test the attractions and problems of an en-route flight. Whereupon my flight practice with this special flight bicycle was limited however. Erik Behr had flown at that time only briefly with the borrowed equipment.
Since Fresh Breeze would contribute only one aircraft for the time of the journey, it was clear that we would have to buy a further Flyke. With something luck using equipment was in the proximity that we acquired immediately together.
From then on it meant, flies, whenever the possibility existed. I flew among other things on only one day, 6 June 2004, from Friedberg with Frankfurt to Fresh Breeze to Hanover, in order to let the engine overhaul there. At 290 km distance and three necessary intermediate stops for refuelling this was the furthest daily distance, which I flew so far with a Flyke. On the actual journey the largest daily distance was on the last day about 240 km. A second en-route flight led me from Darmstadt 140 km after Cattenom in France.
In order to arrange these practice flights as realistic as possible, was important, to invite much luggage since in particular the starting and climb characteristics of the Flyke change strikingly to the bad one. The starting accident of Erik Behr on the first day of our flight was to be attributed sometimes also to the fact that it had flown before rather without luggage and therefore in expectation of fast taking off wrongly reacted.
2.5 technical preparation
From technical view the Flyke is not conceived and prepared for putting large distances back. That is, according to standard no area is intended for the accommodation by luggage and the capacity of the tank is enough for a beautiful round flight, but no far en-route flight. Finally each intermediate stop costs for refuelling valuable time - according to experience, under optimal conditions (landing meadow beside gas station), at least one hour, rather two hours. In addition naturally still the task came to accommodate and supply with river all film equipment.
In order to convert the Flykes thus travelable, the large tasks were in the preparation time:
-
Accommodation of an auxiliary tank, which
increased the Spritkapazitaet by at least 5litres (=
by 40 minutes flying time extended)
-
Assembly of various bags at various positions for
stowing the most necessary luggage away
-
Development of suitable and responding positions
for the camera, which are also operated in practice of a arduous
journey
-
Creation of current supplies for camera battery
charger, mini camera, radio and mobile phone inclusive wiring
-
Accommodation of the aeronautical radio equipment
-
Potable water supply
- Maintenance of my Flyke engine, which I had already as backpack engine without Flyke some years in enterprise (s.o. flight to Hanover)
Much time cost also the search for a technical possibility of noting radio traffic between the pilots in tolerable quality on that clay-purely to the camera. This produces some problems, which I could solving to last more badly than quite by the presence of different batteries in the individual devices and a substantial malfunction by the spark of the spark plug.
Altogether was I approx.. 10 weeks long the largest part of my spare time with the solution all these tasks employs. Amazingly that some parts of the created equipment refused the service despite previous testing in practice on the journey!
3. Diary
The history of a modern adventure to country and
in air
We, the engine screen pilots Till Middelhauve, Erik Behr and Michael Werner, had set the ambitious goal for us, with "flying bicycles", so-called "Flykes" of the paraglider drive manufacturer Fresh Breeze, the "new east" of Europe of learning to country and to air. Our goal was it, without flying soil team from Hanover to to the black sea coast of Romania to place us to all challenges and adventures and to win an impression from country and people to. Our journey led us finally by East Germany, South Poles, the Slowakei, Hungary and Romania.
The journey was noted with several cameras to produce with the goal, a documentary film.
A Flyke is, like the name actually already suitably says, "flying a bike". In principle it concerns an adequate, dreiraedriges couch wheel with twisting steering element and gear shift, on which one can put a paraglider backpack engine on with propeller in the back with few handles. At the central suspension now still another paraglider can be hung up, which carries the whole equipment with the pilot in air. It is world-wide one of the few vehicles usable in practice, with which one can drive today on the road and additionally also fly.
For the flying operation, for which a larger meadow is needed for starting, one designs the paraglider behind the Flyke for the soil. If the pilot fastened the seat belt in the seat and the engine started, the screen is blown on first with the air jet of the propeller and filled preparing. With full power the Flyke drives off then, pulls the paraglider over itself, accelerated and finally takes off.
In air the Flyke with speeds flies 60 between 30 km/h and km/h, rises, depending upon degrees of the loading, with up to 2.5 meters per second and can (with hypothetical zero-wind) with a tank filling of 11 litres scarcely 100 km far fly. If the engine should fail, is not further tragic. As a normal paraglider changes the Flyke then into a descending flight and can problem-free be landed.
After the landing the paraglider is together-rolled and stowed away behind the seat. In the travel away from the landing strip also the idea of the Flyke lies justified. The developers of the company Fresh Breeze flew in the early period of the motorized paraglider flying over the country and landed at places, where it pleased them. If they wanted however at a gas station gasoline to get or into the place go, in order to eat for example an ice, they had to always leave the equipment, since it was too heavy, in order to be able to carry it far. First roles were taken to assistance, those under the protection cage of the engine were screwed and then followed the consideration for carrying a folding wheel on the lap of the pilot. Finally the idea was born to start simply sitting on a bicycle!
For driving there are two variants: Without thrust of the propeller drive by muscle power and with engine enterprise as propeller-driven vehicle. As bicycle the Flyke is to be driven into Germany not registration-obligated and thus legally on the road. The switched off engine is rated as luggage (similarly a power saw in the bicycle basket of a small gardner), since he is to be turned off with a handle on the soil.
Since the total weight of the equipment with scarcely 60 kg is immense compared with a normal bicycle, the temptation lies close to switch by means of the comfortable e-starter the engine on and to be pushed be able. This is however forbidden on public roads in Germany. In the Eastern European countries there is for this no regulation. Nobody disturbed itself on our journey at driving with engine strength. The Romanian transport minister let give us even still another recommendation letter also on the way.
With the engine enterprise the speed already is in flat area in the condition gas with approx.. 40 km/h. Since driving speeds lead across 45 km/h to instability in the guidance behavior of the vehicle, gas must be only rarely given in practice be very frequently braked and.
3,1 every beginning is heavy
To mehrmonatigen preparations it should loose-go on 17 July 2004 finally! Already tags traveled before Erik and I with a loaded up car from Darmstadt to Hanover, in order to have and the loading distribute still something time for a last checkcheck check.
The weather showed up from a very benevolent side, because for many weeks and stormed it, summer tendency - for our enterprise a firmly taken into account and essential component - rained so far had little arisen. But now in the morning the sun shone, it blew a weak southeast wind and the tendency was accordingly good. After the breakfast we rolled the aircraft on the internal airfield of the company Fresh Breeze and made the last preparations. I was already in air, in order to catch the dramaturgisch important beginning of the journey cinematic, when Erik decided too late with its first start with cross-wind for an abort, on which resound rolling took off briefly and, the embankment down there, only few meters before the building again hit.
Frightened all present ones ran to resound. Erik did not have any wounds carried off, easily disturbed stood it however before its properly damaged aircraft - its blue paraglider hung over him in the rainwater gutter resounded firmly.
Out the dream of the idyllischen start was in the morning-grey. Nothing different one remained to begin than with the repair of the bent aluminum vehicle! There was no more ideal place in the world, at which this misfortune could have overtaken us. But luck in the misfortune: The Flyke was before the gate resounds verunfallt, in which it was manufactured. All spare parts and force special tools were at hand. Within three hours the framework was bent straight, new propellers screwed on and the equipment again repaired. Luck had!
Meanwhile however the herbstliche character of the weather had become generally accepted again and a thunderstorm tower announced themselves on the horizon. The wind had already won a strength, which made flies impossible. The pilots started direction southeast on the "landweg" and radelten. A conceivablly bad start for a project, whose could estimate extent the participantsonly heavily .
For 20 km travel on small side ways we looked for each other in the dawn a camping site at an excavator lake, from which an applied Aufpasser wanted to still drive us out, since he believed to be able to prevent a week-finite party Gelage with garbage battle. Owing to our unusual driving equipment it let us however finally grant. At least the night sleep was saved!
3,2 Easy Riding until Poland
2. Travel day, still 1602 km
The next morning looked weather-moderately again promising. From a small model airfield we wanted to start. Erik, mentally still something of its Patzer of yesterday disconcerted, had however because of prevailing cross-wind starting restarts. When we were finite "airborne", we followed the compass course 120° - southeast, black sea coast!
After a first breakfast tank stop in a small place it continued, away over the former German-German border up to the airfield ashtray life. There we made a lunch time and provided for a skurrile passage with McDrive!
From a midday sleep easily frightens awaked we: Already again, this time over the ridges of the resin on the western horizon, a dire thunderstorm brewed itself together. Since we did not consider ashtray lives particularly attractive for an overnight accomodation, we hurried much to come into air and flee before this "monster". In the low-altitude flight was far direction bitter field. The cloud wall behind us darker and more darkly, the sky over us was tightened meanwhile already and one noticed on the basis the refurbishing head wind, how the tempest behind us sucked in air.
Important it is to be known in this connection that a thunderstorm means the GAU of the paraglider flier in air. If one comes only times into the catches of such a oversize "vacuum cleaner", inhospitable values of up to 13 km, many different kinds of death flower to one, by Croatian news agency UF eyes at inconceivable,: Suffocate, Erfrieren, killing (ice) and burning (lightnings).
Since we looked constantly forward and avoided the view in the black to the rear, we noticed only in the approach flight on a meadow strip at a lake before bitter field, how threateningly the weather wall behind us was real. We began fast with packing, since mischief approached in the form of heavy rain and storm. Only eight minutes after the landing of the third pilot began to rave the elemental powers. The lake, evenly still another idyllische bath possibility, transformed from one moment on the others into a foaming sea!
In order to find as fast as possible protection for us and our equipment, we started against the German law our engines and could hastily by the lonely roads of the adjacent place be pushed. Briefly before beginning of sintflutartiger rainfalls we found protection in a contactor association tavern, in that the house lady of that guests with the call "Conny, already groelenden! There straight ' ne helicopter crew landed!" on the unusual attendance one made attentive. Beside a protecting cantilever roof slab for the Flykes and rustikalen German Koestlichkeiten, the lady had also comfortable overnight accomodations in the program!
3. Travel day, still 1422 km
On the following day we were thus surprised after a night through-rained by beautiful "back weather", cheerful weather with deep Cumulus clouds, positively. After refuelling in the close bitter field we experienced one of the most impressing flights of our journey: Since in the height a lively west wind provided for support, we rose with our filigranen aircraft to 1500 m over the clouds and enjoyed an enormous panorama. We flew around friendly cloud mountains, looked by "cloud windows" on the Elbe and by the snow-white cloud cover among us were dazzled. With a tank filling we, owing to the tail wind, reached which gave us speeds of nearly 100 km/h above ground, after approx.. 2 hours the East German city Senftenberg, in we the Erik's radio to repair knew and the afternoon at a lake spent.
From air were offered perspectives, which document the
whole extent of industrieller exploitation of bodenschaetzen:
Landscapes, over dozens from square kilometers zerfurcht, up and
umgehaeuft, from any green releases. In the midst of this
nature-hostile interference, the attempt, to become fair nature with a
large wind energy park.
In the evening we started and flew with meanwhile cloudless sky, past at the monumentmonument monument "black pump" again up to the airfield Goerlitz at the Polish border.
On the airfield we found first nobody. Thus also we develop beside a few other campers our tents, took the engines of the Flykes and drove to the meal into the city centre. There we were very much surprised to find a delightful old part of town. Most houses were reorganized and erglaenzten in old splendour, so that it could be dinieren on the market place tendencyful.
4. Travel day, still 1236 km
"Werner", the airfield boss, fought on the next morning on the airfield with the words and struggled for its voice. Its mission was even most unpleasant it, it had us three rogues as a tidy German civil servant however to an irregularity which can be indicated to refer, there we the place yesterday evening around 19:45h, thus after the official period of operation, had approached. It jumped in the long run over its own shade and did not indicate to us three Uneinsichtigen not! The condition bass drum lasted so long that I turned to in the meantime positive things and brought outside a group of kindergartens the advantages of Flyke flying more near. Teachings, which we drew from it, were that one should avoid airfields in the future better, since with Paragrafen armed paper tigers lurk here. A landing of two kilometers before the airfield on an x-arbitrary field would have interested, even according to statement of the Fluplatz-boss, nobody. Country on an airfield and you will not have no annoyance!
Since "Werner" considered also a test flight high problematic to Poland, radelten we at noon by Goerlitz, in order to cross the central border bridge in the city there. With a short stop in a baker's shop it still came to a very cheerful meeting with a 83-jaehrigen lady. It ran excited and called loud: "you probably come from the moon, wa?"
Our first border crossing, inside to Poland, ran very unproblematically. Against our expectations we were felted not and distrustfully treated, no, the officials of both nations were exceptionally friendly, were amused by our bicycles and taken the liberty even expressly to film it a little!
Off now it meant for us: Engines on! Also on the road we did not do from now at consistently any longer without the beautiful assistance the propeller strength. If we were in Germany, where the enterprise of propeller-driven vehicles on public roads is explicitly forbidden, still very carefully and the engines used only on remote side paths, then we had immediately no bad conscience more to drive equipped with tidy noise window blind also in the middle by a city! If someone should actually disturb itself at this drive and a missing number sign, we in our persuasive power and if necessary a few euro trusted cash.
In this connection it is interesting to know that a Flyke on straight lines distance already in the condition gas a speed of approx.. 40 km/h reaches. This saves the problem that one must nearly constantly brake, there, in the structure of the Flyke conditionally off, 45 km/h oscillations arises, those the vehicle so much up swings that it can even estimate itself.
Unfortunately at noon a strong east wind had developed, which was so strong that of flies was not to be thought. Fast the speed is already reached with a noticeable wind, which an engine paraglider in air fast "are located" leaves. The ground speed of approx.. 45 km/h is quite small. Hardly another aircraft flies so slowly.
We spent the day thus at a idyllischen bath lake, raekelten us in the sun, met Poland, those their luck in Holland had found and only to the vacation after Goerlitz came and waited for abating the wind. We in the evening finally undertook flight test, which ended however because of the still immense head wind, after 2 km at a camping site with lake again on a larger meadow above the lake still another. At night again heavy thundery downpours came down.
5. Travel day, still 1198 km
On the next morning we drove only times into a pretty small place and had breakfast on the church square. We were observed attentively and interested by the village policeman! The wind had turned at night on west and suggested now owing to tail wind a good flight day. Nearby the local gas station was an easily rising, but nevertheless startable meadow. All pilots came there with some trouble into air.
The weather was with blue sky and some friendly thermionics clouds again on summer level and well gelaunt flew we with high speed along the Czech border by a central mountain region past at Jelenia Gora and Walbrzych. We sat meanwhile aeronautically already more firmly in the saddle, so that a difficult landing with strong wind on a 600 meters high ridge constituted us only little. Nearly being located in air we approached the soil on the pretty mountain. Michael held me and my Flyke to the soil, so that it was not geschleift when falling down the screen backwards over the meadow. By the deep grass we drove down there into the valley.
During this flight we had however totally flew ourselves. Despaired we looked for each other in air on the map a large lake behind a mountain. When we arrived there, the valley was to our astonishment however much drying! Also the large road with gas station was missing naturally. Only with the detailed map study at the soil our position clarified itself: We had flown a too southern course and at the Czech border "along scratched".
Down in the valley arrived, inquired we us now after a gas station. Unfortunately, then one gave to understand us, was distant next 30 km. My Flyke that as the sprithungrigste had proven already before, drove still exactly up to a restaurant in an abandoned skiing area. It nevertheless gave to eat somewhat. Then it continued to go on gas station search. My sprit had gone to the slope. Fortunately we were exactly at this time on a passport. Without needing a drop gasoline, we could roll wonderful loudless downhill by a quiet forest. Down in the valley we finally found the precious wet, a suitable starting meadow wanted however so fast not to show up. After some Sucherei was a field on a saddle.
Before we could start there however, we had to repair still provisionally one of Erik's propellers: A small stone whirled up by the fastened way had struck a hole into the "nose" of the plastic wing. So that the propeller, which turns outside with a path speed of 400 km/h, "does not blow up" and from the large pressure bursts ago from the inside, we had to platzieren a sticking tire over the damage.
The starts of that highly bewachsenen, easily dropping field were adventurous. Particularly heavily Erik and I had it, since we had installed our luggage bags below the Flyke framework. Thus the anyway already strongly braking effect of the plants was still strengthened, i.e. the Flyke rolled only indignantly. In addition it came that because of the advanced hour also still the supporting wind had fallen asleep. All the extended take-off distance in such a manner the fact that we down-thunder the slope courageously with full power and briefly before one transverseends dirt road with following embankment to take off had. All three proved nerves and came in the long run into air.
The trouble was worth: When we flew from the mountains outside to the flat country, marvelous prospects were offered to us on lakes, meandernde river courses and great lock plants. In butter-soft air we flew comfortably and merrily far direction the east and finally landed in the proximity of a camping site at the lakeshore with the city Nysa.
3.3. "Zap Zarap" - Poland becomes fair its call
6. Travel day, still 1044 km
On the next morning I discovered dire after rising: With the abendlichen restaurant attendance and a 30-sekuendigen absence, in order to read in the interior the map, became the country its call fairly, "zapzarap", the camera was away! She was stolen inconspicuously from the bag. The vibration was large, but it did not help all anything, a new had ago. A rueckkauf-attempt failed on the spot, because the only promising eye-witness had away-drunk itself in the morning to 10:00h already duly the head. The young man had together-sat the evening before with the group, which responsible for the theft we made, because they had disappeared suddenly after our short attendance in the interior.
During an investigation travel into the city Nysa I experienced that the large city Opole (Oppeln) in approx.. 60 km distance a MediaMarkt and thus a reasonable camera selection to offer had.
At noon a further hard impact met us: On the abgemaehten kornfeld that we had selected for the start, the vocationally gestresste Michael left the decision, whether it was to return home or fly further with us to the east, to the wind. In the height if east wind would prevail, then it wanted to home-fly, with west wind it us further would accompany.
Its company, the second largest of the world, if it concerns engine paragliders, has full order books for the existing products. But Michael is not enough. It develops, after the Flyke as "flying bicycle", now consistent way also still another flying car. With the schneidigen two-seater the strength of the 100-PS-BMW-Motors is to be transferred alternatively to the propeller or the wheels. With 160 km/h road speed becomes it a genuine Flitzer. In air the equipment is to be able to fly nevertheless up to 70 km/h. Since the project is personally very important to it and it applied to notice all kinds of dates, it had unfortunately to leave us. The wind blew from the east!
While Erik and I without larger problems Opole at the or reached, Michael, which wanted to put at least the first kilometers back of the way back in air, experienced a horror flight: It approximated a thunderstorm too, by a force was catapulted, those the seilverspannung of its Flyke seat nearly to tear upward left (approx. 20m/s) and turned after the "Ausspucken" from this turbulence 20 seconds around all axles. Even the farmer, who in-collected Michael after its landing, was still the whole evening of the observations over his field schwindelig! It had to look at with the landing also still with, like Michael and its Flyke, anyway because of the storm backwards flying, nearly 100 meters backwards over the field drove. The bottom plate fell farther back into a ditch, by the braking and the wind pressure in the paraglider, increased thereby, it however equivalent again was out-catapulted and remained in a kornfeld then finally lying. Michael remained intactly, only its Flyke a rear wheel had lost.
Coincidence or fate? Anyhow the brother-in-law of the farmer drove coincidentally two hours later to Hanover and invited Michael and its damaged Flyke.
We, the two remaining pilots, divided us over Opole and tried the MediaMarkt from air to find. The folder with the description of way, which one had pressed us in Nysa into the hand, did not have to be used from air. Finally we landed on the bank of the or. After short time we found however a boy, who pointed for a few Zloty the way by the city jungle. While I oriented myself in the camera confusion and provided for replacement, Erik made itself outside friends. That was not so heavy, because human being-accumulate is always safe one, if one drives with a Flyke by a city!
Also because of the tempest evenly already mentioned, which had reached meanwhile also Opole, we were invited by the nice Schlesien German Waldemar to stay overnight in its house. Thanking we assumed, because showers and sleep on a mattress are on a "Flyke route" finally genuine luxury!
With him arrived, we found a protecting barn, those, after we still another few hundredweight had aside vacated firewood, when Unterschlupf served and should the nocturnal theft of our precious Flykes prevent! Easily paranoid we still secured the building with our bring along movement alarm units. One can never know in this country! Later, with the abendlichen beer, status reports of the Polish nation our safeguards supported forest Mars. It told us unbelievable stories, to which perfection it Polish rogues already brought in the art to the theft. Thus it for example already occurred that nocturnal thief commands equipped with heavy equipment klauten hundreds of meters of railway rails, in order to set these off as scrap irons. The case was unique, with which a whole bridge was stolen at night!
Waldemar, very more forestalling and well read humans, invited us to stay overnight in its simple house. This came us because of the continuous tempest very convenient, had we nevertheless little desire to look for us in the large city Opole a suitable camping site and to break then in the wet one our tents open.
Waldemar was on the one hand young, highly educated and made an innovative impression, seemed in the long run to the rather conservative layer however nevertheless to belong. Its wife and his child we became acquainted with only at the edge, the distribution of roles were very classical in its house.
By occupation of official translators, he worked in one like a library seeming small office, the buecherregale double-row occupied with the classical authors of German literature, on the desk an ultramodern flat screen. Its enthusiasm for German agitated, as we in the abendlichen discussion learned, simply from its family roots.
Its both grandfathers were guessed/advised in the Second World War both in war shank. When the war was past 1946, both turned back to the or, although the Russians had driven the majority out of the German population there to the west. The region was handed over fast after the war into Polish administration, which settled then Poland from the whole country into empty-standing houses. In this terrible time there was a Polish law, which placed a killing of a German exempt from punishment. Waldemar expressed the assumption, which is the houses of Opole, taken in possession, probably therefore today in a so bad condition, because old humans, who live since this time in them, do not let her hold for their personal possession and come therefore.
Forest Mars grandmother could return early enough from driving out, in order the house, in the Waldemar - and for this night also we - lived, still empty again in possession to take. It had been transported before, still toward end of the war, in a course to Dresden, where it arrived just in the night, when this from allied bombers was made alike for the ground. It survived. Here Waldemar complained however about the circumstance that the bombers in Dresden attacked only civilian goals, which represents a war crime, which until today in the public discussion are excluded. Factories remained intact, with refugees filled stations were bombarded.
Waldemar reconditioned the house straight and saved on a new roof. Besides it seemed to be also in federations actively, the interests of the remaining "Schlesien Germans" represented. Among other things he mentioned to be involved in a monthly television broadcast "of Germans for Germans".
7. Travel day, still 1019 km
With the new camera in the notice we started it frohgemut into the foggy next day at seven o'clock went loosely. Two reporters, who had likewise sought out Erik at the MediaMarkt, were photographed to the place, second made an interview fuer's for radio, although he spoke only Polish, whose was powerful we not! The pictures were sighted later even in a magazine for schlesische late repatriates, appearing in Germany!
The flight to southeast direction Katowice turned out very soon as difficult. The foggy, already view very limited when starting became already worse after some kilometers ever. In the low-altitude flight we continued to ourselves fight by the flat country. Only our government inspection department devices betrayed still, where the journey went. When the cloud cover finally lowered itself on treetop level, we had to land. Coincidentally the large monastery plant Swieta Anny (pc. Anna Bell) was convenient, on a pictorial hill, only few kilometers far away. There only times one had breakfast and one waited for better conditions. An old man associated with it, told in broken German of old times and drank already early much beer.
At noon the view became easily better and the journey could in air continue. The wind pushed it from the rear and preceded well. We flew past at the Katowice, which let genuine "east tendency" arise with his smoking chimneys, interspersed with heavy industry, up-piled up stockpiles and linear lined up wohnsilos with us. It had somewhat Gespensti to fly half in the fog by this nevertheless somewhat apokalyptisch seeming industrial landscape!
For refuelling we had to come down a few kilometer later still times in the place Kety unpleasant likewise not shining by beauty and. Finding of an inviting was only worth mentioning, as briefly on a golf course gemaehten model flight runway for this purpose. When starting I tore up however a line, which hung on the affectionately platzierten wind sock had remained. By means of bring along spare linens and a few knot was however fast repaired the Faux Pas.
3,4 Tatra, Slowakei and the northwest wind
As as remuneration for the cloud-imposed day a beautiful flight followed inside into the first Auslaeufer of the act RA mountains. The sky tore appreciably up and the sun blinzelte against evening by the last nebula remainders. As a goal we had entered the airfield of Nowy Targ, which was on 650 m height, into our government inspection department devices. Along a river valley, which led up into a idyllische landscape, we flew so still about 80 km and reached without problems the sympathetic airfield, which is famous in Poland among the parachutists because of its mountain scenery. We were directly accepted by present, quite crazy Springer cordially. We could stay overnight as guests free of charge and spent a merry evening in the attached restaurant. The nice female operation spoke English after the fifth beer even!
Our vehicle column provided understandably everywhere for large attention. Humans at the edge of way signed, did not get the mouth any longer to and built, to our regret, even traffic accidents, since they did not give any longer sufficient attention to the traffic. As soon as we continued, educated themselves people grapes/clusters, children came on nearly each landing meadow coagulated and the constant questions began last end also to nerves. Was interesting, which were placed questions in which country:
"does one need for it a driving licence?" (Germany, first question)
"which costs that?" (Poland, only question)
"as fast and as highly that flies?" (Slowakei and Hungary, many questions)
"as fast that drives? No I do not believe that flies!" (Romanian men)
Only a Romanian woman asked: "as it feels to fly?"
One knows after a Flyke journey, how it must be, to be famous!
Only humans, whose interest in us stayed far behind expectations, were the policemen. If we had counted nevertheless at home on all kinds of stupid questions and chicaneries, the only expectation-conformal policemen were the Germans, who asked us on the first day radelnd from their driving car, where we wanted with our "battle ships" probably. On the answer "straightforward" of Michael only occurred to them after longer considering to ask us for a legal lighting system. Since some can flash at the Flyke electrically, they had to further-pull unfinished things.
8. Travel day, still 830 km
On this morning, it was one Saturday, explained those numerously umherwieselnden flight controllers on the meanwhile geschaeftigen airfield, similarly as already in Goerlitz that a test flight represents a bureaucratic adventure into the nearby Slowakei, why we became again Radwanderern. On the vierspurigen urban motorway of Nowy Targ came it thereby on the way to the border to a critical situation: Causes creeping plates at the rear tire of Erik's a Flyke by, this swung itself at high speed suddenly strongly up and went out of control! After several s-impacts the travel, after a steep departure the embankment down there, ended on a obstacle-free meadow. Luck had! I found a "Wulkanizator" few kilometers further - a tire repair service in a barn, which fast remedy could create.
After the problem-free border passage into the Slowakei, which prepared the present border guard again much joy, an ideal, gemaehte starting meadow was fast in the beautiful valley. The quite unstable weather, before already a few short shower to us had come down, pointed themselves again from a friendly side. Nevertheless we had to keep the large, rising, threateningly looking Cumulus clouds in the eye.
By idyllische, gentle mountain country shank coined/shaped by Almen we, first along a wild, flew geschlaengelten mountain river, outside from the act RA mountains to a calmer, hilly landscape. At a last long ridge, which pulled itself outside in the flatter area, we discovered suddenly two flier colleagues: Engine lots paraglider fliers used there dynamic upwinds, in order to screw itself up. We could not be taken the opportunity to accompany the two one moment and set our engines to minimum thrust. In the same upwind volume we associated with it, used ourselves once the natural "fuel" wind and finally said good-bye signing towards flat country.
On our aviation map we recognized a flight control zone there, in which each transit flight and landings with a CONTROLLER must be co-ordinated by radio. At the Tower of Presov Erik announced professionally our landing and got on all desires the bored answer: "continue..." - makes nevertheless, what you want. Is all the same to me!
With the last drops sprit we landed with our unusual aircraft on the military airfield, where armed soldiers before a helicopter relay patroullierten. Likewise little enthusiastically appeared to us the week-END-ACTIVE sail fliers on the airfield, that wanted to believe us not quite that the good man of the Tower let us land here on his military area.
Because of the unpleasant turbulences, which are caused by the strong sun exposure and the thermionics developing thereby, we drove only times on an extensive meal into an international hotel lain in the city. Beside that above average leckeren shreds fell there the handread out operations into our exerted eye. After this versatile stabilization the motivation was born to cross the Slowakei on only one day owing to the refurbishing northwest wind. We spread our many aviation maps before us and saw that reaching should actually be the Hungarian border with support of the prevailing wind no problem. Rapidly we applied again. Back at the airfield Erik received the used bored answer from the Tower to the question, whether a restart was approved,: "continue..."
The wind was strongly refurbished to this advanced hour of unexpected way. I needed the assistance of a sail flier, that held in front my Flyke for starting, so that it was not even pulled when drawing the screen up by the force of the wind too far to the rear. On the following, rapid journey to the south, with which with Sarospatak, the aircraft ground speeds of up to 105 achieved a goal of the Hungarian border km/h, which with a true airspeed of well 50km/h very much is, since one would fly in the case of a head wind course backwards.
A further control zone had to be flown through. A still more bored CONTROLLER there had to answer for that we crossed the Hungarian border in the dawn occurring meanwhile almost inadvertently, since it was too wissbegierig: From where do you come? Where does it go? What works it, if you do not hum by our country? Suddenly, that nice CONTROLLERS had said good-bye finally, appeared we over the boundary line. In order to be able to land still legally in the Slowakei, we had to fly against the strong wind sideways. A patience sample. The sun had already for a long time gone down and all places had brightly illuminated, when we decided the finally close border because of the strong wind to land in a kornfeld. We were scared something and figured out that the high-standing grain would brake the Flykes during a strong wind landing with the following rapid reverse movement. Against our expectations a soil inversion ensured however for the fact that the strong wind suddenly abated just 20m over the soil. To that surprisingly we drove and broke safe landing over the border to Hungary some kilometers open of far after a rustikalen dinner our tents on the airfield of Sarospatak, which us already before the journey our Hungarian contact man as sleep possibility angepriesen had.
3.5 the widths of Hungary
The following day brought a further increase to the wind velocity, with whose effects we had already made our experiences the previous evening. At flies was not to think - of breakfast also not! In the whole place Sarospatak did not give it on this sunny Sunday morning not one opened restaurant. At the central river course waiting we, probably our remarkable companion because of, experienced still another invitation for water ski driving. In the afternoon we applied to cross the infinite widths of the Hungarian flat country on the road.
Already after 30km us the Fahrerei became by dust and heat too arduously. Exhausted we stopped at a large river, in order to take a bath. When the sun lowered itself slowly, hope for a crumbling wind budded. Would it be possible to achieve today still the Romanian border? On the search to a suitable starting point we were reminded of "Murphy's Law": If one drives flat country with strong wind durch's, one sees thousands more enormous, more gemaehter and meadows inviting to starting. If the sun goes down and the flying time becomes limited, however nothing startable is in view! Accordingly we had to take with an inferior field in the Lee of a tree row before dear and to create only still another runway, by around-rolling enormous hay bundles. Erik came with a stout-heartet full power start into air, I had to the fifth failed starting attempt my wind-protecting flier eyeglasses to pack up, since I saw nothing more before louder triefendem sweat behind the glaesern! Finally we were packed into full Montur, in order to have in air as comfortable a time as possible. At the soil is to be advised against at summer temperatures in this elevator any sporty training strongly!
After this rather difficult starting portion it preceded because of the still very salient wind only moderately. We reached a place nevertheless in advanced dawn approx.. 10 km before the border. On the search for edible one we were disappointed again harsh! Along kilometer-long house chains drove we hungry in the darkness direction border. Eat? Nil return! Finally reached we despairs a rural beer tube, in which raue customs, low beer prices and large surprise prevailed over the "extraterrestial" guests. After two beer, meal, the exchange attempt "donkey truck against Flykes" and a militant invitation, with one of the present boozers to naechtigen, we did not begin the escape. When the transferred hosts driving with his transporter followed reverse curves, we decided to switch all lights off and to look for protection in the darkness of the fields. The plan glueckte and one tent night in plum plan day provided for rudimentary recovery of the experienced one.
3,6 Welcome tons of Romania
In the morning the sun with intolerable heat in the tent woke us. Something crumples and hungry packed together we our furniture and put the last kilometers back up to the border. There we got finally again something edible between the teeth: The choice did not fall heavily: "rocket" or "Hamburg one"? The latter threatened to make dust with the Zubeissen! The border crossing to Romania afterwards was against it a pure formality.
How already at other borders before, the officials requested us "Flugradler" to start please-beautifully the engine so that they see times, how so which drives on the road! As good Germans we rejected however thanking and radelten from dannen. Not far a field was and against a rigid east wind fought itself we in the low-altitude flight into the next larger city Baia Mare forwards. Landing at the local entrance, we were embraced and kissed directly by a farmer, who constantly bekreuzigte itself and interpreted upward. It could not seize, which was fallen on its meadow of the sky there!
At a gas station we met soon the Romanian paraglider flier and entrepreneur Gheorghe. It had already ready-clarified itself during travel planning to regulate the formalities of flying to Romania for us "flight tourists" and quartierte us nice-proves at the "Aeroclubul" - the local flier club - on the airfield. There we were equipped also with a very self-willed aviation map, which did not correspond ansatzweise international standards, which should lead in the consequence still to problems. It contained neither meaningful air spaces nor radio frequencies, on which one could itself have announced. The only engine paraglider flier of the area in the evening still invited us into its large house. It earned its money with a company in the local mining industry business and had a computer with InterNet connection, which predicted nothing property: At this time the coming down place rain should expand in the next days to a sintflut, paired with a strong southeast wind. That was a Hiobsbotschaft, because neither continuous rains nor strong head wind would make a reaching of the black sea coast possible within the time the available.
Easily deprimiert we went to bed. But my hardly breaking optimism, which was renamed at the end of the journey by Erik finally nevertheless still in "realism", triumphed on the next morning times again.
It was windless and the clouds kept its water with itself. The only problem, which opposed an early start around 7:00h, was one "Werner" (a kind humans introduced by us on the journey - see airfield Goerlitz further above), which should step in the future still increased on the plan. Of the national "Aeroclubul" of an employee flight instructor, who wanted naturally only the very best, meanwhile in hurry pilot purged guessed/advised us to go but still times to bed and to try it perhaps simply tomorrow again! It announced our flight obligation in accordance with (it gives me in no other well-known country) in Bucharest, but would evenly unfortunately only be anyway much too dangerous for tomorrow and at all the weather. A flight is thus illegal. I had me, in order to terminate this mischief caused by human hand, which to the side it takes gentleman and explains to him that we would not stand for two before it, if we were not first of all carefully and secondly familiar with legal gray areas. Head-vibrating also it jumped over its weather conditionally not existing shade and rose into its Polish dragging airplane from one, refuelled with milchkannen, long past time.
The following flight ranked among the category, which animated Erik now ever more frequently to the head vibrating: "we bite ourselves through, all the same which may come!". In the low-altitude flight we had to fly blocking mountain range by the valleys the way, there just over the mountain combs such a strict head wind blew that of progressing was not to be thought. Owing to the morning soil inversion there down zero wind prevailed. After two hours of hard work and long flight sections by deeply cut, close valleys without forced landing fields, we landed in the city Dej around our tanks and stomachs to fill. Like already so often, we were started in all gentleman-God-early without breakfast, in order not to let the calmest time of day elapse unused.
A gas station was, only to money was still not sufficiently changed equal - the Romanian takes only cash, and in rauen quantities! A euro corresponded at present approx.. 40,000 Lei and a litre sprit was with 22.000 Lei for the central Europeans an good deal. Before the exchange office had itself in the meantime human being-accumulate from approx.. 80 spectators in an educated manner. With our flight pair of overalls and the flight and driving equipment which can be arranged heavily in the Romanian world we appeared indeed as from another world. After a few warning rain drop looked we however that we came again into air, in order our goal very ambitious for the catastrophic weather forecast, the large city Tirgu Mures, to still reach.
On the way back to our landing meadow the large attention, which one brought to us, became a horse the calamity. At a crossing a driver was in such a manner seized when bending of the unusual sight that he rested into a horse bottom plate driving before the Flykes. The horse came briefly on the Dacia to lie, slipped then on the roadway and remained lying there. The kutschierende farmer's wife broke out into large shouting. In order not to let the "mobilization" already gathering come on the idea, the strange fliers debt is, gave we gas and left the place of the happening on fastest way.
The following flight over idyllisches central mountain country ran without larger incidents. We flew over deepest Romanian "Outback". We saw many villages, which were attached to the world only by dirt road and horse car. Yards in ruins, well, slow horse cars with heavy load of the field. We would have to land here - it would last trueful for a long time, until we would arrive at gasoline or other civilized assistance.
Because of lack of gasoline the flight a few kilometer before our goal Tirgu Mures ended. By a few villages with loam ways we drove to the local airfield, where we became to receive quite friendly. We were allowed to subordinate our Flykes in a arbour and to break open because of now the actually using continuous rain in the flight class room on the soil between the tables our ISO mat eight-camp. With the abendlichen restaurant attendance we were surprised by the modernity and beauty of the city centre: Reconditioned house courses, cinemas, theatre, McDonald's, InterNet cafe...
3.7 which also comes, we flies!
12. Travel day, still 411 km
The next day brought first the predicted sintflut. A trister day. In the city time was now finite to regard Spider one 2 with Romanian sub-titles and to repair by E-Mail Erik's various relations problems. It remained with the attempt.
When one requarters us against evening straight into a cosy room with bath and straight still another short Nickerchen had made Erik before a nice meal invitation of a Romanian flier, the rain stopped and in flight direction southeast the sky lightened itself. In extreme hurry I ensured for the fact that Erik and the Flykes were made ready for launch. We nevertheless still took only 20 minutes off after the alarm-like starting call. A first day without flight was turned away!
Through a marvelously calm air the journey went toward Brasov and Zentralkarpaten up to the small place Rupea, convenient in the midst of a sympathetic hill landscape. We observed the thick cloudy appearance behind and beside us critically during the flight. It remained however to last drying. Our largest enemy, beside strong wind, was finally the rain - with it to fly makes no fun and can be in addition dangerous, since the flight characteristics of the paraglider change by wetness significantly.
We could enjoy and against sunset on a quite holprigen meadow with Rupea land the flight, with which we, against all dark forecasts, had even easy tail wind, therefore. After we had completely eingesaut ourselves and our Flykes on a muddy loam way to the main street, appeared itself nearby. The extremely nice waiter Radu, which spoke German flowing, explained himself there for a tip ready to guard the aircraft standing on the free area naechtens.
Up to late hour we sat still together and could take
thanks of its narrations a further view of the current political and
social situation of Romania.
13. Travel day, still 337 km
The day began symptomatically for the following, reaming 48 hours. Like always we applied very early. But first Erik, as he had already noticed the previous evening, had to place the tension of belt behind of its drive. The strength of the engine did not reach the propeller with high load no more. Slipping through the belt would lead within shortest time to tearing. The equipment was very strongly stressed, why this protective measures were actually routine - however the tightening screw tore in the middle, and in the thread. All still in such a way moved alternative timber constructions with several passanten as weights could not produce enough tension. A mechanic had ago!
In the place was next door a kind workshop, and we two hobby mechanics got full access to the existing tool. After the screw was in approx. one hour of work bored and replaced, the journey could continue. A quite short stage after Brasov, at the foot of the Fagaras Bergmassivs convenient, lay before us. The weather had turned to the good one. Peaceful Cumulus clouds zierten the sky. After the jump over a mountain range our aircraft slid to the airfield Brasov, which had been recommended us because of his large friendliness and hospitality. Still we did not suspect, which bureaucratic and humans driven by prevention joy are paid there by the state for their services.
3,8 Crash boom fear for
On the radio nobody announced itself under the frequency noted on our handwritten note. Since the place was equipped with a simple grass course tiny and only, we were not surprised at it.
But everything suddenly went completely fast: A unfortunate turbulence behind a tree row gave a strong commuter at ground level, to which in an estimate his Flykes resulted during ground contact to Erik in the approach flight. Intactly however confused he crept under his destroyed equipment out and looked into the eyes of "Mirca", the airfield ruler of Brasov, which presently/immediately its mobile phone zueckte and announced in Bucharest a flight accident! It was so glad that on its airfield finally times which it was loose that he in rise up correctly turned out. Various unfavorable circumstances let it assume, the two travelers before it were modern criminals of aviation:
-
Since the current Romanian aviation map is at
least 10 years old and neither air spaces nor frequencies shows (like
it everywhere otherwise in the world is usual), had we in Baia Mare
nice-proves a handwritten note with wrong frequencies gotten.
Facts: Approach without radio registration.
-
An engine paraglider pilot must call a flight
number in Romania before each start in Bucharest and be given let
himself. A start without these is illegal. Neither in Baia
Mare nor with "Mirca's" flier colleague of the airfield in Tirgu Mures
one had passed this information on in Gaenze. Facts:
Illegal flight.
-
Estimate on airfield: Facts "landing on
enormous meadow beside the actual course" and alleged "inability of
the pilot" inclusive various insults.
After the first whale lungs had abated and a supervisor from that three autohours removed Bucharest for the investigation of the flight accident were ordered, Mirca disappeared fortunately to the lunch. I used this extraordinary opportunity to load and thus in its adventurous chicken house workshop escape in order to next door excavate with a friendly mechanic an age-old Pickup in a barn to take these in enterprise the defective Flyke inconspicuously. Within two hours the worst deformations were there repaired and a new provisional propeller protection cage designed, whose upper half had been completely abrasiert with the estimate. Only remaining serious problems were the two broken GRP propellers and those scarcely becoming time, which remained for us, in order to reach the black sea coast.
Back from lunch time the impact met the poor Mirca! There these widerwaertigen Germans had nevertheless actually dared it to destroy its evidence! The ordered supervisor remained thus still another not completely painted, but sound Flyke and a large green meadow for investigation. Unfortunately these circumstances discouraged the rescuer of Romanian bureaucracy only briefly. The supervisor had in any case ago, even if he had not even driven off. All begging and discussing did not help anything. The two fliers ran away the time.
Meanwhile concerned in the proud roof office of the paper tiger, we threw three friendliness to the head. Even shaking at national pride led only to a certain thoughtfulness. I explained Mirca that I will produce a film over the "new countries" in the east of Europe and that its role will receive mention surely as Bremser and more bureaucratically those. Thereupon it requested switching the camera off.
Since Mirca could not help us after its representation, Erik was allowed to finally call the supervisor. It lasted 30 seconds to have to drive there was clear that this was welfare glad, not to Brasov! Erik can fill out the necessary accident report gladly also in its office in Bucharest! Thus a synergy resulted: We had anyway to Bucharest, since itself my friend had spontaneously ready explained Silke to fly at next noon two new propellers.
Fast one of the two remaining propellers of my Flyke on Erik's equipment was reassembled, so that at least a problem-free drive on the road was guaranteed. To flies the thrust would not be sufficient - that had fast tried out meanwhile again firmly the Michael clamped in work on our telephone instruction in Germany with its own Flyke. "can jump you with a propeller over a fence, but after 10 minutes the engine burns you down!" it had answered.
Wehmuetig took Mirca with our abendlichen departure parting - the joke "Every landing that you CAN do not mill away from is A good landing" understood he.
The pitch tear had found however still for a long time no end! With the start of the engines I tore starter-hurry out - to the Radeln Bucharest was however too far. The Akku for the elektro-Starter was already for a long time empty, but Erik's Akku gave still something, the parts was exchanged fast. In addition, after approximately 20km by Brasov and on the highway direction Bucharest hauchte these at a gas station its life out. In the using dawn we tinkered with modest tools, until the problem was repaired. Since the nocturnal travel on a Romanian freeway surely ranks among the most dangerous kinds of extreme haven, we rented ourselves completely exhausted into a motel restaurant, which had the beer bar in the service catalog as only culinary service. Hungry however showered we fell to bed.
We became acquainted with some humans in Romania. Due to our hurry in the last days the acquaintances were rather volatile, but nevertheless very interesting and valuable.
Gheorghe already knew I a little author iron earlier of two by Romania. I had excavatedits somewhere at that time E-Mail address in the InterNet, and he had at that time invited me to make direct with him into Baia Mare, at the Hungarian border, station in order to go together paraglider flies. He was large assistance already at that time and also this time helped he us with information and telephone calls, so well he could!
Gheorghe is a businessman in the textile industry. When I met it last, he had his own production of outdoor clothing for renowned western marks and employed 400 coworkers. Surprised was I this time, when I asked him, how its business went: In Romania it has now still about 15 coworkers in the development department. It has production outgesourced - to China! A phenomenon that in Germany is very common, reached Romania however faster, than I had considered it possible: The wages are with 150, - EUR in the month now also there already too high. Only the mental work is still locally carried out, to sew must others!
Doru is a flier colleague of Gheorghe. I could not do it yet. It was very enthusiastically from our coming and us had already expected, since it is whole one that few engine paraglider fliers of Romania and knows no Gleichgesinnten in its environment. He procured its engine somewhere in the west, taught themselves flies thereby he in a painful learning curve. Since there was nobody, which was been versed with it, the Romanian flight federation dispatched sometime a suitable flugschein to him! Dearest it flies with its engine screen very deeply by the landscape and frightens innocent hares...
We were fascinated by Dorus English knowledge. However and without each teacher he had acquired himself a vocabulary, which permitted a liquid and interesting discussion! As motivation it indicated to hate Russian and love English.
Also Doru is an entrepreneur. With a very elegant Toyota it fetched us in the evening at the airfield and took us also into its briefly house present before the completion and enormous. For one year he built 140 square meters much at this with three floors à to large real estate. With its wife and a small daughter it will fall with difficulty it to fill many the area with lives. However the three baths would largely be enough to live in them!
Dorus enterprise produces drill presses for the heavy employment in the mining industry of Romania. Blasting pits are their speciality. It answered the question of Erik, why Doru created a straight drill press company, with the fact that it was fascinated by these devices always, which us a mystery remained. He seemed nevertheless to make good money, because he considered to look over the Austrian message for ways in its "favourite country" money to invest. It had a serious problem nevertheless: The national mining company owes it since long time 150,000, - EUR. He does not visit these therefore often, much of its money saw he so far yet.
We wanted to know from him whether he had determined an improvement of the economic situation in Romania since the release from the dictatorship 1989. To our astonishment it answered in the negative. If necessary in the cities. On the country very disappointing, poor conditions prevailed. He did not notice, gave the positive developments in its city probably because of their large tardiness he to consider.
The waiter Radu in a motel close of the Oertchens Rupea nearby Brasov remained very pleasant and helpful for us in memory. He had ready explained himself soon after our arrival in good German to watch out for a few euro the entire night for our Flykes which we had turned off directly before the house.
With several beer and a good, rustikalen dinner we had opportunity to learn to know humans who look very optimistically into the future. Although it did not have enormous earning facilities as a waiter, it was very content to have a job and judged the development of Romania as rising. It maintains the exchange with many foreigners, who hold and meant in the motel that also these would confirm its picture. Much improved much and with 8% economic growth and good prognoses seems a majority of the Romanians a crucial advantage to the Germans to have: Zuversicht!
The airfield boss of Brasov, "Mister Mirca", which was already extensively described in the text, is line-more faithful in my eyes as "extended arm" of the inefficient to see durchbuerokratisierten state apparatus. I had to press myself very the question, which he actually made in such a way before the revolution 1989. I could hardly imagine that it was something, which it would tell me gladly. Without humans like it, who think few and on Paragrafen and stamps look much, the country could be better. The civil servants, which we met at borders, customs agencies and evenly in Brasov, seemed driven from large prevention joy. Perhaps I have in addition, in Germany too little with officials to do - there could be probably also in our country good examples in similar direction.
14. Travel day, still 291 km
Already at five o'clock in the morning had to continue it, because Mirca had still been able as last act to intersperse that Erik had to already be around 11:00h on the next morning in the traffic Ministry - he knew, it with a defective "Flyke Liegerad" would be how far! Since around 5:15h my starter malfunctioned the service again, because we had wrongly assembled it in the twilight, Erik shifted auf's Trampen without aircraft, in order to come punctually. Easily he found an elevator with a klapprigen Dacia. Later we wanted to again-meet. After I had again provisional repaired the starter in the morning-grey (I replaced the split pin which is missing meanwhile with a piece of cable strap), could also I a briefly stopping milk supplier persuade to load against small money the Flykes and us so the forthcoming short, but violent mountain-gropes the Zentralkarpaten to save.
Erik was received in the Ministry quite friendly, wrote a short report and over the air law customs was cleared up. A personal office mould would equip all future flights with a rule-conformal flight number! Later even the transport minister went past personally, who had already heard of the two skurilen intruders into the arranged Romanian air space. It was cool, still equipped Erik with an official recommendation letter and wished much luck! Its question, how with propeller drive on the road like that it was actually legal was acknowledged with general laughter, with what this point was also clarified!
The full-time Lufthansa flight companion Silke floated
punctually around 14:00h at the air haven in and handed over,
similarly a relay run, in running the propellers to the surprised
Erik. In order to get the same machine to the return flight,
hurry was announced. After the particularly again-opened check
in switch their answer to the question of the departure official
provided, like for a long time it in Romania was, for disbelieving
being astonished: "Five of minutes!" Silke said. The man answered drying: "wave, but it's A
beautiful country!"
The Pechstraehne had however still no end. Still on the same afternoon, we had found a large launching field, had been sensitized we with the engine start by ringing at Eriks engine. After some looking for and examining was the problem: A vibration-restraining rubber mount, to which the final muffler is fastened, had completely torn. Quasi as with an old, rusty car the exhaust hung down.
This lining up of Ungluecken let Erik despair almost. Spontaneously it threw all realism over board and began in spirit to believe. Nevertheless, meanwhile washed with all landing on water, the unnecessary construction unit was unscrewed and stuck behind the seat. From now on Erik dipped its environment into deafening noise. Kilometres away it was clear that something unusual is in the advance! The spirit theory became however with facts unterfuettert, when after completion of the mechanical work just in flight direction a large thunderstorm developed itself. We had enough from this historical first day of the journey without flight and looked for each other a hotel, in that the lack of understanding of Romanian language to a communion with Kuttelsuppe led...
3.9 large final
Government inspection department pointed still 241 km to the Romanian holidays Mekka Costinesti at the black sea south of Constantia. The sky was blue, a lighter, supporting west wind blew and the aircraft was technical in a condition more or less ready for operation. Ideal conditions for a successful flight day! Soon a good starting meadow was found - before the pilots the widths of the Romanian flat country lay, wrapped into idyllischen soil fog. Fields, forests, meadows up to the horizon, only much isolated settlements. Air was so tender that I took with flies a breakfast to me, while Erik made necessary corrections of course only by the resistance of its stretched palms. With 85 km/h ground speed we were against-driven from the outset long desired and for nearly a goal unattainablly held. Only one stop was still necessary, in order to refuel a last mark. The only larger city on the way was Fetesti. A short lunch continued to approach the journey over the Danube away to the sea there and.
3,10 arrival at the black sea
When would the usual sea-wind system, which lets blow during the day by the heating of the land masses wind landinward, meet the salient, opposite west wind? The question was answered exactly us over the beach by Costinesti. The joy cries were at the sight of the far sea hardly resound, there packed unpleasant turbulences our light aircraft and tore them many hundred meters up. Meeting one another air masses had to evade upward and carried the two land-willing pilots forward simply! After a longer fight we finally created it, the far over sea let us spiralend height to destroy. On the steep bank a far landing field was direct, but the wild wind constantly turned. Flying around at the end we could set both, around a few meter-high concrete poles, with this last landing surely the wheels on the soil.
Still somewhat excited of this difficult landing I ran to Erik over there, that approx.. 50 meters far away from me had landed. Also a few genuine tears in the eyes I found it. Erik could not seize, after all adversities to stand here at the black sea! It vibrated strongly at its Flyke and called, it was unbelievable, which one can reach with such, only still from Gaffa Tape held together equipment a goal removed in such a manner far!
As we had collected ourselves, after a short joy dance, something and the screens away had stowed, drove we the few meters to the beach. A jump into the tides of the black sea was the crowning conclusion and after the large efforts of the last days reward for this successful record flight!