Red Bull Air Race Magazine - Abu Dhabi 2010

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1 RED BULL AIR RACE MAGAZINE W W W . R E D B U L L A I R R A C E . C O M

THE OFFICIAL MAGAZINEABU DHABI, MARCH 26&27

15 AED

NEWHEIGHTS Paul Bonhomme is thereigning title-holder andhe wants to keep things that way.Can last year’s champ bethis year’s winner?

MAD MACHINE

The new Edge 540 V3 promises more speed,manoeuvrability and power

CHANGE OF MINDSET

Hannes Arch is focusingon a more relaxed season without title pressure

BODY SCAN

Muscles, bones, nerves, scars:a close look at Matt Hall’sbody map



ED BULL AIR RACE MAGAZINE

INSIGHT

RED BULL AIR RACE MAGAZINE 3

IMPRINT THE RED BULLETIN GMBH, Heinrich-Collin-Straße 1, 1140 Vienna,Austr iae-mail: [email protected] Directors Karl Abentheuer,Alexander KoppelProject Director Boro PetricEditor in Chief Nadja ŽeleEditor Matt YousonChief Sub-editor Nancy JamesArt Directors Erik Turek,Marku s KietreiberDesigner Dominik UhlPhoto Editor/Photographer Markus KuceraIllustrator Dietmar Kainrath,S eso Media GroupProducers Michael Bergmeister,Wolfgang StecherLithography Josef Mühlbacher,Clemens RagotzkyPrinted by Offset 5020,Bayernstraße 27,A-5072 Siezenheimwww.redbulletin.com C

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CONTENT

2010 promises to be a special yearfor the Red Bull Air Race. Thechampionship has its strongest-

ever roster of pilots, who will bring witthem the most technologically advancerace planes we have ever seen. As theracing visits eight locations on fivecontinents in the next seven months,the magazine will be there, reportingfrom each race stop and every hangar.

The 2009 season went right down tothe wire; in fact, down to the last fewminutes of the final race. Hannes Archand Paul Bonhomme fought a battleroyal in the skies above Barcelona, witha million people collectively holding thbreath on the beaches below. We wereincredibly lucky to witness somethinglike that, but we have every expectationof something similar this year.

But 2009 wasn’t just about Arch andBonhomme. It was about MichaelGoulian taking his first-ever Red Bull ARace victory, it was about the Rookieslearning that they could make the gradeand double World Champion MikeMangold enjoying one final tilt. It wasabout the crews working through thenight to fix a broken plane, or scrapeone last ounce of horsepower out of anengine. It was about the pilots playingfootball on the runway, waiting for thefog to clear in Porto, or marvelling atWindsor’s decision to turn the entire ciinto one enormous party for the duratio

of the race weekend. The fabric of the2010 will doubtless be s imilarly colourWe’ll bring you the action, but thesestories too. And we hope you will enjoyreading it as much as we do writing.

Smoke On.

HELLO ANDWELCOME...to another season of the Red BullAir Race World Championship, andwelcome to another year of itsofficial magazine.

04 GALLERY Looking back at 200910 BULLEVARD A look at who made it tothe top last season and who’s likely make itthere this time around; check out the challengesof the Abu Dhabi race; get the latest newsfrom the pitlane; read Matt Hall’s bodymap; find out more about the Rookies; anddiscover what bolts are used o n race planes18 PORTRAIT Reigning WorldChampion Paul Bonhomme reveals whathe likes doing most during off-season.Guess what? Yes, it’s flying. But this timeit’s helicopters in which he gets airborne26 INTERVIEW Hannes Arch has hada slight restructuring of his philosophy. Hedoesn’t want to fight for the title by any meanspossible. Well, that could be a cunning bluff...

30 BACKGROUND The Edge 540 V3 isnot an entirely new plane, but it is predictedto be a powerful update of its precursor,the V2. We pay a visit to Zivko Aeronautics,its manufacturer38 TRAVEL Eight cities host the RedBull Air Race. There are sights to see andexperiences to enjoy. Read our pleasure guide44 PROFILES Close-ups of all 15 racepilots and the two types of aircraft flown inthe championship46 TH E RULES More about theregulations governing the race, and anexplanation of the format46 CALENDAR All the 2010 race stops50 LOCATION All you need to knowabout the locality and racetrack

“There won’t be five-second gaps between the first and the rest. It’ll be one or two seconds.”How well prepared is champPaul Bonhomme for 2010 and what was he doing in the off-season?

18 PORTRAIT

Arch focuses on professionaland less hectic races

26 INTERVIEWVisiting the birthplace of afast beast, theEdge 540 V3

30 BACKGROUNDAn out-of-the-ordinary pleasureguide forfrequent flyers

38 TRAVEL



GALLERY

“Fantastic! Thank you Barcelona. I’m very happy. It’s been a lotof hard work but we got there in the end. It’s been a huge amountof pressure. It’s just a question of how you deal with it at the righttime. I thought I’d better get my skates on and that worked.” Paul Bonhomme





either the Red Bull Air Race nor I would have any successthout the people who follow us, showing their interest insport, sharing with us all their feelings, experiences,

king questions or simply keeping in touch. I will always givem priority as they are hugely important.” dro MAcleAn



’s incredible how things have changed. It all started with aoup of experienced display and competition pilots bringingir machines to the races with a part-time technician.wadays, what we really need is at least one more race plane,o more engines, and a lot more people and resources!” amb




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EVIEW

THE STORYSO FAR…

esn’t seem a year since Abu Dhabi lastd the Red Bull Air Race. Then, as it is now,

hatter was all about performance: whohe most powerful engine? Which wintercations would prove most successful?

phoney war was fascinating. Added to the

was the inclusion of a bumper crop ofies with Matthias Dolderer, Yoshi Muroya,Hall and Pete McLeod joining. The 2009

on began where 2008 left off, with reigningmpion Hannes Arch winning and Paulhomme trailing narrowly in his slipstream.l Lamb and Nicolas Ivanoff also made the4. But the big story was Rookie Matt Hall

ng within a whisker of appearing in the Finalerestingly, neither Arch nor Bonhomme hadquickest in Abu Dhabi. That honour went

anoff. His speed continued to show whenhampionship moved on to San Diego.g clean, he beat Bonhomme into second. Arch nished third, but had the

olation of being alive after a collision withican tore large holes in his plane’s tail.nishing runner-up twice, a rather

used Bonhomme went to Windsor,rio saying, “I don’t know how to feel –’t really do second.”He got to put i t rightg a turbulent day over the Detroit River. It’t a Motown classic: gusty, unpredictables had usually composed pilots making allof errors. Mike Mangold, Kirby Chambliss,and Bonhomme didn’t make any mistakeseached the Final 4. Bonhomme won by

e of being the only pilot to y a cleand. Arch ran him close despite a penalty,Chambliss took third. As the championshiped back to Europe, Arch and Bonhomme,33 and 32 points respectively looked likeating their 2008 battle.hat didn’t mean others couldn’t inuenceutcome. Budapest saw Michael Goulianhis maiden Red Bull Air Race victory andme the fourth winner in four races. Flyingn the Final 4 he proved unbeatable, as

Bonhomme, then Arch and nally Kirbymbliss all came close, but ultimatelyd to unseat the man from Massachusetts.homme settled for second, but aftergh week would have been delighted tothe lead in the title hunt for the rst time.

On to Porto. Everyone expected Bonhomme towin. He did, but between the expectation andthe champagne there were twists and turnsaplenty and a battle royal between the titlecontenders. If he was going down, Hannes Archwas determined to go down swinging. With justBonhomme left to y, Arch was at the top ofthe leaderboard. At the rst split Bonhommewas 0.07 down on his rival, but turned it into a0.33 advantage at the second. That fell to 0.12at the third checkpoint, ensuring no one drewbreath for the next 15 seconds, but Bonhommesomehow managed to dig out the time heneeded. Having been runner-up in 2007 and2008, he had never been closer to the title.And so it was in Barcelona. Whatever Arch did,

Bonhomme needed to nish at least thirdto take it all. Both made it into the Final 4,stretching out the tension just a little bitfurther. Alongside them were a revitalisedLamb and a jubilant Dolderer, ending theseason with a best-ever performance.Lamb set a challenging time. Dolderer hita gate, but Bonhomme ew serenely; a cleanrun put him well clear of the rest. Arch wasunaware that he was ying for the race and notthe championship. He came in hard, low andfast – and ew straight into a pylon. Game over.He would be cl assied fourth. Dolderer wason the podium for the rst time; Lamb had awelcome return to form – but the day, and theyear, belonged to Number 55, Paul Bonhomme.

Porto: Bonhomme ies to his secondrst-place nish of 2009. Victory wassealed at the nal race in Barcelonawith Arch nishing in fourth place.

Title mission complete, team Bonhommecelebrate (left); Hannes Arch’s bird-strikein San Diego (middle); and a happy RookieMatt Hall (right), third overall.


PREVIEW

ABU DHABI

The overall podium of the 2009 Red Bull Air RaceWorld Championship: Hannes Arch in second,Paul Bonhomme in rst and Matt Hall in third.

Race number one, the big unknown. Theresults can’t be accurately predictedbefore all 15 men have own the trackat least twice, but one can try. PaulBonhomme, Nicolas Ivanoff and HannesArch are the pilots expected to be at thefront this year. All three have invested a

huge amount of time, energy and especiallymoney in developing their 2010 equipment.Bonhomme mainly worked on weightreduction and engine power during off-season, team Ivanoff replaced nearlyeverything on their 2009 machine and Archeven swapped the whole plane for a brand-new one. And the other teams haven't beenidle either. Matt Hall and Alejandro Macleanhave new planes and engines, last year’sRookie Matthias Dolderer has workedtirelessly on his Edge 540 and is aiming forpodium nishes only this year, as areMichael Goulian and Kirby Chambliss, NigelLamb and Peter Besenyei. SergeyRakhmanin, Yoshi Muroya and Pete McLeodalso aren’t denying that they’re hoping to be

at the top of the eld this year. Everyone'shoping for great things, but there’s onlyone spot on the very top of the podium,and only one man can win the title.Abu Dhabi will be the rst chance tosee Rookies Adilson Kindlemann andMartin Šonka ying the track, it’s

also where we'll get an idea of whowill be the toughest teams to beatthis year, which teams will haveto ght hard to get into betterpositions, and who will mostlikely be at the tail-end of theeld. What we do know forsure, is that these are some ofthe best pilots in the world.And all the teams haveimproved their equipment.By how much? If you keep you eyes and ears open, you might discover thesecrets the teams arekeen to keep hidden.

2009 WORLD CHAMPIONSHIPPos Pilot Nationality Plane Points

1 Paul Bonhomme GBR Edge 540 67

2 Hannes Arch AUT Edge 540 60

3 Matt Hall AUS MXS R 36

4 Kirby Chambliss USA Edge 540 34

5 Nicolas Ivanoff FRA Edge 540 33

6 Nigel Lamb GBR MXS R 32

7 Mike Mangold USA Edge 540 31

8 Peter Besenyei HUN MXS R 24

9 Matthias Dolderer GER Edge 540 23

10 Michael Goulian USA Edge 540 22

11 Sergey Rakhmanin RUS MXS R 17

12 Alejandro Maclean ESP MXS R 16

13 Yoshi Muroya JPN Edge 540 9

14 Glen Dell RSA Edge 540 3

15 Pete McLeod CAN Edge 540 1



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N THE TRACKNSIGHT

eve Jones, former Red Bull Air Race pilot and nowce expert and co-commentator takes us throughe race in Abu Dhabi. Think yourself into thesition of a race pilot, get ready for hot

mperatures and start ying the track.

y for the challenge? Let’s start! Approachtart Gate of the track with the speed wellr control, the long run-in will assist youIt is imperative to be as close as possible

e 374kph start-speed limit, but not over itu will get a 2-second penalty before evening Air Gate number 2!y full throttle now and aim for the chicane

aximum airspeed – things are going toen fast. Stay smooth, level and as straightssible, and let the flying ‘flow’through thene. Not easy.2 to 3 needs a decision. Do you put in an

rn to line up, or do you take it at a finee and risk a pylon-hit? Most guys will take

the second option, a fine angle. The millisecondthat your race plane has cleared the Air Gate,pull hard back on the stick and brace yourmuscles for the ultra-high-G vertical turn. Anydelay before this pull will cost you time, butbeware, if the wind is blowing you towards Gate4, you might struggle to get down and levelbefore you enter the Gate. That would earn youa penalty or even a ‘Dangerous Flying’from theRace Director. Because of the angle throughGate 3, you will have to bend right in this verticalturn, to align with 4: a skilful manoeuvre. Nowprepare for some serious turning: 540 degreesin the next 15 seconds. You must get into leftknife-flight before your race plane enters the

red-marked Gate 5, but then do a lightning-fastreverse for the hard, on-the-limit right turn toGate 6 and flick into left knife, just before theGate. Reverse again for the gentle turn to 7 thenanother hard, on-the-limit turn to 8. Next timeyou see this Gate, it will be the finish, but notyet, concentrate!Lap 2 has a little less energy, all the high-Gturns have dragged the airspeed down a bit. Thechicane will be easier this time around, as ithappens slower, and the vertical turn will haveless G, but lower speed requires super-smoothflying and perfect lines. Rough handling, or anyunnecessary correction, will slow the plane evenmore, so keep working!

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PITLANE NEWSLOGBOOK

A new season brings new planes, new rules, new engines anda brand-new collaboration between two old friends

GOING SOLO. Chambliss and Goulianare a team, technically. They share an engineshop. “We realised that my technician TimHess also is a very experienced, smart enginebuilder. And because there are only a fewengine manufacturers around and we didn’twant to be getting the same as everybodyelse, we invested in a shop and got it certied,”explains Michael Goulian. Unlimited AeroEngines is working exclusively for the pai rand is also still co-operating with Thunderbolt.

“My cylinders will come from Thunderbolt,Kirby’s from Tim, but the engines will bothhave the same performance. Hopefully.”Let’s see from Perth onwards.

WINTERTIME. Russia’s great hopeSergey Rakhmanin and his team have spentoff-season in North Carolina, USA, working onhis plane. Unlike Matt Hall and AlejandroMaclean, who will be ying new MXS-Rs, he will

be ying last year’s, but with what he believesare improvements in power and aerodynamics.A change in the rules is a bonus for the team.“Pilots who weigh less than 82kg now have totake ballast with them. Previously the lighterones had a certain advantage, now this won’tbe an i ssue anymore. We are looking forwardto an exciting season,”says Rakhmanin.

NEW RACER. The Corvus, a new plane,thoroughly tested by Peter Besenyei, is due to

make its debut soon. However, it’s not likely tobe in Abu Dhabi. “With the standard engine theCorvus is performing similar to the MXS-R, butthe acceleration and turning characteristicsare better. The wing is strong, it can sustain28G. In testing I pulled more than 12G and ewat almost 300 knots. The plane is really good,”says Besenyei, while pointing out that theCorvus will never be enti rely ready, as it’sconstantly being improved. _ _

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NEWCOMERSLUCKY NUMBERS

Adilson Kindlemann from Brazil and Martin Šonka from the Czech Republicare this year’s Rookies, but ying has been a part of their lives forever. Find

out what these two got up to before they joined the Red Bull Air Race.

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BOLTS! It’s the little things that make a race plane special…



PORTRAIT

RED BULL AIR RACE MAGAZINE RED BULL AIR RACE MAGAZINE 19

Paul Bonhomme is ying high. The World Champion getstwitchy on the ground. Fixed-wing, helicopters, there’s nothing

he won’t y while his race plane is getting a facelift. And withthe pressure off, he’s also quite talkative.

Words: Nadja Žele


CRUISECONTROL



PORTRAIT


winter. The temperature hoversnd zero. A snowy landscape isy visible through the forbidding

y grey low cloud. The winders mercilessly over the remoteld near the village of Denham,-west of London. Birds of prey

ound the perimeter, waiting toh sight of a rabbit or hare.aul Bonhomme is checking hisnson R44 Clipper II helicopter.aps up and down the surfaces,s the engine, and peers at the tailblades, checking his equipment.lmost invisible film of oil glistensr the landing skids. The rotor heads less than pristine. It’s nothingorry about, though, an engineeres him. It should be perfectlyfor another flight or two.he reigning Red Bull Air Race World

mpion has had his helicopter licencewo years. But having a licence ishing; using it with regularity is

another. How many hours does he thinkhe’s actually flown the four-seater?“I won’t tell you. You’d jump out straightaway if I did,” Bonhomme says with asmirk. As we strap ourselves in he addsthat we shouldn’t worry; Q taught himto fly helicopters at this very airfield.

Q? The name sounds mysterious –and potentially dangerous. Adventurouscertainly. Is a stomach-churning heliride complete with a selection ofexperimental aerobatic manoeuvreson the menu after take-off?

Paul tells us more about Q, includinghis real name, Quentin Smith, and thefact that he is an aviation enthusiastof rare pedigree. And as if by magic, heappears right in front of us to say hello just moments bef ore take-off. H is outfitalone betrays the fact that he’s addictedto flying. He’s sporting retro flyingboots made of the finest light-brownleather, a well-worn leather jacket of thetype worn by Howard Hughes and the

highlight: 1920s flying goggles. “Qthinks like a helicopter. He even walksand comes to a halt like a helicopter.He’s just fantastic,” says Bonhomme.

Q’s love of helicopters infectedBonhomme. Paul admits that it’s hisfavourite type of flying, after the Red

Bull Air Race, of course. And aerobatics?That only comes in third nowadays.

“Flying helicopters is just great. Youcan land in gardens and small, remoteplaces. I should say at this point that I’vegot 17,000 hours of fixed-wing aircraftflying. It doesn’t get boring, but I’dbet you, if I’d flown that much in ahelicopter and if I’d started, let’s say,aerobatics two years ago, all I would want to do in my free time is go and doaerobatics. I don’t think there’s any greatsurprise there, it’s just normal… andI still really like flying planes, of course.”

But ask Paul Bonhomme what he’dbuy himself as a money-no-objectbirthday present and he answers almost P

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The Robinson R44 Clipper IIis the favourite toy of thereigning Red Bull Air RaceWorld Champion – after hisEdge 540 race plane.

in a whisper: “It would be great to owna helicopter one day and fly to all theplaces you’d wish. But the problem isthat you need to work on the helicopterconstantly and if something breaks,then it can get really expensive. Themaintenance is a bottomless pit.”

It doesn’t sound that far removedfrom Bonhomme’s race plane. HisEdge 540 went to Arizona for its wintermakeover, right next to the famedaeroplane graveyard. The main surgery was a heart transplant, a super enginedesigned to provide a real power boost.Paul is cagey about the details, no namesare mentioned. “There’s an engine-builder out there. Somewhere. Actuallythere are a lot of engine-builders aroundthe globe. We’re seeing a lot of them,talking to them. Wade, my chieftechnician, my team co-ordinator Nigeland I, we all visit them, very often.”

The question is, how many raceengines does the team really have in

stock for the 2010 season. The answeris... not forthcoming. Thanks to achange in the regulations, the teamsare now allowed to take a spare enginealong in their freight. This means thatif an engine doesn’t perform as expectedor gives up the ghost altogether, it can

simply be replaced by the other one without any d rama. A lot of the teams –more precisely, the ones with enoughfinancial backing – are planning tomake the most of this new regulation.Team Bonhomme certainly is.

The word on the reasonably well-informed grapevine over the winter was that there were, and st ill are, atleast two engine-builders working forthe World Champion’s team. Thegrapevine also implies that theseengine-builders are Ly-Con and Barrett.Bonhomme mildly suggests that theinformation wouldn’t automaticallybe relevant, however, as it wouldn’tnecessarily refer to his race plane as

the team also has an airshow plane.But then the Red Bull Air Race teamslove distorting rumours as much asspreading them. When we mentionanother rumour that has TeamBonhomme also co-operating with anengine-builder in Europe, a beatific

smile simply stretches across his face.Getting back to generalities, what sort

of engine-builder does a champion needin order to be able to defend his title?“The best engineers are the ones whoare honest about their expectations:power, performance and delivery-wise.I don’t mind if somebody says to me: ‘Ican’t build you an engine in this shortamount of time, it’s going to take fourmonths and the engine is going to beready in the middle of July.’ And thenit really is ready in the middle of July.The frustration, I think for anybody ina motorsport, is statements like: ‘It’sgoing to give you 400hp and it’s goingto be ready in January!’ And then you

Athorough check before ying. Paul Bonhomme is a Rookie when it comes to helicopters.He swotted for h is licence in between races in 2007.


“Flying helicopters is just great. You can landin gardens and small,remote places.”




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in March and it’s only doing 250hp.ingers crossed... I don’t think I’mng with people like that anymore.”onhomme suggests that his currentliers are real professionals who’llwhat they say they’ll build. “This

I’ve got t he right fo lks on board forngines and I think they are goingpply us a really good bit of kit.guys I am dealing with now arey honest. They are not makingwild predictions, they are notng any big promises.” Bonhomme’sry of working with suppliers heiders to be unprofessional is nowhat. H istory.Certainly the folks I got my enginein the beginning of last yearitely weren’t very honest,” Paulpolitely. “They promised all sortsings and actually supplied justg-standard engine. But I don’t thinkody is using them this year. Which

doesn’t surprise me.” Is he referring toPerformance Engines? “No comment.”

Everything is important on a raceplane. The profile of the wings, theshape of the fuselage, the cowling, theair intakes – but an engine is the heart

of a racing plane, the crucial ingredientseparating winner from also-ran, whichis why everyone concentrated theirefforts over the winter of 2008-9adjusting weight and power. Everyoneexcept Team Bonhomme, who followeda different path. The team behind No 55spent their time and energy refiningthe plane’s aerodynamics. They worked with dream s of glory, but awo ke in asweat when the start-line speed limit of370kph was announced late in the day.

“I do feel I was a bit naive, because we basically went f or aerodynamic s, whereas everyb ody else went fo r powerand weight, and actually that was the way to go. If you’ve got th e power that

pulls you around the corners, youare going to do well, and if you arelightweight and you don’t lose speed inhigh-G turns, you are going to do well.We’re operating from 200 knots down tomaybe 100 knots. Up and down, up and

down, up and down. Every time you goaround a Gate you are going to slowright down. Do you then need the powerto accelerate? You need to be light to beable to accelerate quickly. Do you needa really aerodynamic plane? Probablynot. So, yeah, I sort of went down the wrong road , although, clea rly thosemodifications we did last year helped,because we won the championship, so...”

Well, yes, but was it really downto those modifications? Didn’tBonhomme just fly really well, almost without a ny mistakes, and didn’t healso have his fair share of luck?

As the World Champion gently chuntersalong with us in the helicopter between

PORTRAIT

“The folks whoI got my engine from

last year de initelyweren’t very honest.”

Paul expects a tough season.“I don’t think there’ll be fve-second gaps between thefrst and the rest anymore.It ’ll be one or two seconds. The key is to not make mistakes,although that sounds bloody obvious,d oesn’t it.”

White Waltham is a cosy airfield westof London with a timeless quality.Soft grass landing strips, a tower

that looks more like a high-chair than aflight-control centre. Today it is the homeof the West London Aero Club and has beenPaul Bonhomme’s playground since 1977.“I first came here for the Queen’s SilverJubilee airshow when I was 13. My dadbrought my brother and me down hereand it was the most fantastic airshow.It had everything: it had Harriers; theRothmans Aerobatic Team; it hada VC10 airliner, flying up and down.It was just brilliant.”Bonhomme was already into planes.His father was a pilot, first for the RoyalAir Force and later as an airline captain;his mother was an air-stewardess. But,says their boy, “it was that airshow which

cemented my fascination with flying.”White Waltham drew him in like a siren.He would go after school and at weekends.“I would clean the planes and wait to betaken up in one in return.”Eventually, thepilots would let him start the engines,then fly and finally land.Bonhomme can’t precisely remembertaking his first flight. He first landeda plane, probably, with his father by hisside and got his pilot’s licence in Americawhen he was 17 (the exchange rate tothe dollar was good at the time). He’scontinued learning ever since. A flyingfriend suggested that progress at thecontrols of a plane was a question ofmaking and reaching goals slowly butsurely. “You hear people saying: ‘Oh,

I learned to fly in 1981,’but I don’t thinkyou ever stop learning, once you startflying you learn forever. You’ve got ittake it step-by-step. Don’t expect it allat once, especially in aviation.”Nevertheless, success came quickly toBonhomme. Early in his career he wasa flying instructor, piloted an air-taxi forjockeys later, flew people home who broketheir bones on holiday in the Greek islands,sat behind the controls of a Boeing 737for Welsh airline Awyr Cymru, and in 1988,at the grand old age of 24, was workingas a pilot for British Airways.And when he wasn’t flying professionally,he was doing aerobatics. One show inparticular, at White Waltham in 1994, he’llnever forget. “I was doing an airshow ina Russian plane, a Yak-18T, and I made amistake with the inverted fuel system. I

ended up running it dry while I was upsidedown at 17ft. There was about three secondswhere I thought, ‘Oh-Oh’. I remembershouting ‘Shit!’I thought I was going tokill myself.”Then there was a loud bang.Paul was able to recover and move forwardwith a lesson that never leaves him: “Itwas a reminder that I’m not invincible.I was too self-confident before that.”Because of that near miss and excessworkload – he was director of the airshow,busy organising the event as well – Paulnow retreats for an hour before the race.He speaks to no one during this time, andthinks about his flight. “If you overlook asingle detail when you’re flying, there couldbe no tomorrow.”It’s because of all hisyesterdays that Bonhomme is now a winner.

BACK TO THE FUTURE


Flying friendships: Paul Bonhomme (centre) in 1978, with brother Steve(left) and friend Chris Beal in front of Richard Goode’s Pitts S-1.

White Waltham Airfield is where Paul Bonhomme’s wings grew to theirfull span. “You’ve got to take it step-by-step. Don’t expect it all at once.”Advice he received here as a young man and advice he still lives now.

Wade Hammond never stops working,especially in the off-season.The teamhas made a lot of changes,“but it’s unlikelypeople will notice,”says Bonhomme.

Denham and Marlow, we continue toprise the information from him. Whatare the big changes he’s made to helphim towards back-to-back titles? “I don’tthink we’ve made dramatic changes.We’ve made a lot of changes inside and

outside, but it’s unlikely people willnotice. We had the plane in a millionpieces and Wade was very busy. In fact,on Christmas Day, Wade was sandingdown all day and then had McDonald’sin the evening. I said to my team co-ordinator Nigel: ‘Isn’t that fantastic, what a loyal technician Wade is?’ AndNigel said: ‘Yeah, but don’t ask me tohave Christmas with him ever!’” Funnystory but also a deliberate diversion.Bonhomme isn’t giving much away.

The World Champion also seemscompletely unfazed when confronted with the na me Hannes Arch, even when we broac h the topic of the 2009runner-up’s brand-new Edge 540, the



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Unsurprisingly Paul is a huge fan of thenew rules regarding minimum pilot weight. “Last yea r I was almost 90kg,flying a plane that was 40kg heavierthan the rest. So this year, if our planeis going to be nearer the minimum

weight, and if I ma nage to lose five kilo s,suddenly our gain, if you like, will be25 to 30kg. Which means that in a 10Gturn I will be 300kg lighter and thismeans we’ve got to be quicker.”

And what of the MXS-Rs, doe sn’t hefeel a wind of change blowing from thatdirection? “I think what’s out with theMXS is, from the very start they said:‘Ah, in six months time it’s going to bebrilliant, you wait.’ And then: ‘Oh, inthe beginning of next season it’s goingto be brilliant, you wait.’ Maybe they aregoing to surprise us this season and it will be better, but that feeling ha s beencirculating for a long time and occasionally with th e right engine and t he right pilot

it does really well, but I’ve not seen anyconsistently good results from the MXS, yet.” Bonhomme has y et to fly a n MXS-R,and would only be interested “if it starts winning lots of races” .

Paul Bonhomme and his team are

working hard to c arve out an a dvantage.Perhaps counter-intuitively their priorityhas been working on slight disadvantagesto make them less significant. It’s been asustained effort, making a mockery of thesuggestion of an off-season. When theplane lies in pieces you’ll find one part ofthe team fine-tuning the hardware whilethe other is fine-tuning its skills. A WorldChampion who wants to hang onto thattitle doesn’t rest on his laurels. Whenone job is finished, the next one begins;the work geared to being ready for thestart of the season. And all the time Paulflies. And if he isn’t testing, he’s most likelyto be found cruising around his homeskies in an R44, thinking about the race.


i ll

FEATURE

o-chat-time in England’s skies,right above Buckinghamshire, doesn’t include only the planned ight paththese two pilots are in the air.Paul Bonhomme focuses on Q, who is in the helicopter next to him.

From the moment youart the helicopter to theinute you shut the thing

own you are lying it.hat’s where the fun is.”

I saw the rough concept of it and Idn’t see a lot of difference between itmy plane aerodynamically. I knowhey’ve made it lighter, but Hannes’slane was already 540kg and it can’t

ghter than that, because of the rules.

r as I underst and it, the V 3 has thewing, the same profile. I’m sure it

tter, because they wouldn’t put alleffort into it if it wasn’t better, butldn’t see enough of a differencey it’s worth buying a whole newe, when you can still modify the oldquite a lot. I must admit, it’s going

interesting to see how it does.”eam Bonhomme’s Edge 540 fromeason was a bit of a heavyweight.

d then you throw me on board! I’mof the heavier pilots. And I reckon,

were probably 40kg heavier th annes Arch’s plane last year, which isive. Under 10G loads that’s an extrag. It’s a huge amount of weight.”

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really don’t know what the others havedone until the first race. And if I startthinking I’m cleverer than the ot hers, I’llhave lost already. But if I start thinkingthat the others are cleverer than I am,

then there’s a chance I might be a stepahead of them. Because I always try to besmarter and better and on my guard. It’slike with pride. If you’re proud, you’ll learnnothing. There are no flies on the otherpilots. If they’ve got a good team behindthem and their chances of winning thechampionship are fairly low, that meansthey have more time and resources toprepare and that can really hit home.The first race will be really exciting.I know we’ve done our best as far asthe technology and our preparation areconcerned and I’ve learned a lot fromlast year. I’ll be concentrating on my weaknesses and trying to eradicate themright from the off. I need to have a better

tactical approach; that was where I lostraces last year. It wasn’t the plane or the way I flew. It was tactics.What tactics?The tactics you go into a race with. If

I go to Budapest and say, “I’ve definitelygot to win and I have to fly my best time!”that’s tactically completely wrong for aWorld Championship. If I go to Budapestand say, “I’ll just fly safe which meansI’ll definitely be second and, if I’m lucky,maybe first,” that means it’s not an all-or-nothing situation. If it comes down to allor nothing, you’re counting on factorsthat are largely beyond your control.The judging, for example. If you’re onthe limit to the point where you t hink,“Hmm, maybe that will get past the RaceStewards...” that’s the kind of tactics I’mtalking about. Second place isn’t bad.With a bit of luck, it might b e first. Youhedge your bets and don’t risk coming

re making your dream come truehelp from two big sponsors. Asrtsman, haven’t you got a debt

em to repay?xactly a debt, but you do have to

their expectations as far as possible.s how I see things.what are their expectations?

me to win the first race and bened World Champion again. That’sthey’re expecting. And it’s myation to meet their expectations as possible. And if that doesn’t happen,

at’s sport, and b) it is not alwaysely down to me. But as long as I giveper cent and try to do as well as I canwork well with the media, I don’t

any serious sponsor will bail on me.t are you expecting from the firstin Abu Dhabi?rying not to have any expectations as’s a huge chance t hey’ll be wrong. You

INTERVIEW

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in fourth, which would be an extremesetback in the overall standings.In under two years you’ve managedto become the yardstick. Almosteveryone’s ordered an engine from

Ly-Con, the manufacturer you’vebeen with from the outset. Howdo you become a trendsetter? You have one big advantage when youcome into something as a Rookie: youdon’t have tunnel vision. You have toanalyse any system first before you canfind your way around it. You ask yourself,“Which way should I go? Left? No, right.” And then you start thinking, “Why shouldI go left, actually? Why should I go right?Hmm, maybe I could move more to theright there, that’s actually a lot better...”Left, right, left was already standard forthe others, but you think to yourself right,right, right is actually a lot better. Andthat’s what it’s all about. The Rookies


coming up against all this now know a lotmore. I’ve also got a rhythm now, a sortof sequence. When a Rookie is startingout now, he can see straight off, of course,that he has an advantage if he does things

differently. That’s exactly the advantageI had in 2007 when I was one of thefirst Rookies who came into what hadlong been up to that point a solid, reallysettled team. We saw the same thing withMatthias Dolderer last year; he comes in,sees what’s good, adopts that and is outin front before you know it. If you havea little bit of luck on top of that, you’realready ahead of all your rivals. On theother hand, if you just copy others, youremain a copy and will never be as goodas the original. That’s the downside.So what’s the main key to success?Everyone here flies well. Everyone’sclever. They’re all top people, includingthe technicians. Maybe you just have to

be even more committed than the others. You’ve achieved a lot, earned respect.Sponsors flock to you, manufacturers want to test new material with you.Can you rest on your laurels a bit?

I don’t think that’s possible. The goodthing about working hard is that you’realways a step ahead. Which means youcan’t just sit back. You’ve always got tokeep on working. That’s my philosophy.We work in the long term because we want to plan far ahead, so that if someonedoes copy what we’re doing, it won’t beeasy for them to do it overnight. Yet you say that this year you’re goingto take things a bit easier...Easier as regards professionalism. It’sunprofessional to overburden the team.It uses up so much more energy than if we just approach things more calmly andprofessionally from the outset. Ultimately,I think it means you perform better too.

“If I start thInkIng that theothers are cleverer thanI am, then there’s a chance ImIght be a step ahead of them.”



BACKGROUND

RED BULL AIR RACE MAGAZINE RED BULL AIR RACE MAGAZINE 31 RED BULL AIR RACE MAGAZINE 31

fast beast

It arrived in February, in the middle of nowhere.They call it the beast, the mad machine or simplyV3. Reason enough to check out its birthplace.Words: Nadja Žele



uthrie, Oklahoma, USA, is an out-of-the-way place. A couple of small housesdotted here and there. A highway with gas statio ns and motels on eitherside. Fast-food stands... There are noskyscrapers and you’d be wasting yourtime if you went looking for fine cuisinein nearby Oklahoma City. But who caresabout that? The one thing we’re reallyinterested in right now is a plane so fastthat its pilot will be able to fly throughthe Red Bull Air Race track even betterthan in 2009. And they’ve got it here, inGuthrie. This secret project is being worked on under corruga ted iron roofsat the airfield and it’s only being shownto anyone who’s not connected with itcovered up. And it will stay that wayuntil its new owner decides to unveil what’s hoped w ill be a very fast b east.

Just to get things straight, the Edge540 V3 – or Version 3 – is not a newplane. It is said to be “just” a cosmeticimprovement on its predecessor, theEdge 540 V2. There’s a V1 too – theprototype – but it crashed a long time

ago somewhere in Asia. It was slightlydamaged, but it has been reassembledby mastermind and manufacturerEric Zivko, Zivko Aeronautics’s vice-president, and his team. It’s now onshow in one of the company’s hangars.

It’s hard to believe that the V3 isreally just a redraft. “It is. A completelynew plane, developed from scratch, would cost at least a million euros,”explains Zivko. “And that would be justthe basic model, before adjustments andimprovements. The Red Bull Air Racepilots can’t afford that kind of plane, which is why we haven’t d eveloped anew one and currently have no plansto do so.” The brand-new Edge 540 V3

costs about €270,000, which Zivkoconsiders a bargain when you think what you’re getting for the price. “Our profitmargin is very tight. But some of thepilots don’t have sponsors and have to payfor the plane out of their own pockets.”Clearly, this isn’t the talk of a salesman,so surely it must be a passion for flyingand racing that motivates Zivko ratherthan financial gain. “We certainly don’tmake a fortune from our involvementin the Red Bull Air Race,” he stresses.

Zivko Aeronautics is mainly financed via other projec ts. Described simply,these are oval pods that look as if they’reintended for secret missions. What theyactually are, however, are enclosures forspecial measuring instruments that canbe attached to the outside of aircraft.Customers include universities, the USNavy and security company Northrop.“The enclosures contain scientificinstruments that measure things like airhumidity or pollution over the sea. Thecustomer wants to install an instrumentpackage on a wing of a plane or a UAV

and doesn’t know how to package it andget it hung on a plane physically or legally.We develop and design an enclosure thatdoes the job the customer wants, airflow- wise, shape-wise, size-wise, and weintegrate it into the plane, to the wing, whether inside or o n the fuselage. Ourmain line of business presents a new,often large project every four to fivedays, which means that work on the raceplanes always gets somewhat delayed.”

Building a stock Edge 540 takes 4,700 working hours on average. It too k twiceas long to develop and manufacture the V3 that Hannes Ar ch was the f irst toget his hands on. “One reason for theredesign was to get the manufacturing

time down. It’s a six-month project fromstart to finish now. So if we could cutthat six down to four and a half or so,that would benefit everybody: us andthe customers,” explains Zivko.

Normally there are three to fourpeople working permanently on theplane, but as other projects constantlyintervene, the manufacturing time canincrease slightly day-to-day. Changesof plan are also to be cut back in future.Zivko hasn’t been affected by the financialcrisis and is increasing its employee base.The 24 members of staff are soon to be joined by a new engineer and two or threenew production workers. A new buildingis also due. There is no shortage of orders;the Red Bull Air Race pilots alone haveordered at least four planes.

“I’ve heard rumours that there aresix or seven on order, but it’s not true.We’re currently still working on three.”Kirby Chambliss says he’s marked downas number three on the waiting list, whichreally rankles. “You must understandthat I can’t confirm one way or the other

whether he’s o n the list at all,” saysZivko, guardedly. “We treat everyone thesame. Anyone who orders a plane getsa number. Everyone seems to think theyknow who’s got what number. No one’sheard anything from me.” And how quickare these highly sought-after machines?“The V3 is quicker and better overallthan the V2.” By how much? “Erm,a lot. Certainly quicker but also moremanoeuvrable than the old model.”

If Eric Zivko had things his way, he’dmost like to take off in a lighter plane. Theminimum weight of 540kg, which part Eof the technical rules and regulationsstipulates, is slightly too heavy as far ashe’s concerned. “I could make a plane P

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“The V3 is better overall thanthe V2. It’s defnitely quicker, but also more manoeuvrablethan the old model.”




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BACKGROUND

a bit lighter and we could hold thestrength and stiffness that we have

” he says. Structurally, the V3 is theas its predecessors, but cosmetically

aerodynamically it’s 60 per centrent. The wing’s only been slightlyfied. The tail design hasn’t changed, as if it had it would have affectedverall structure and then Zivko wouldhad to do one test after another,h neither h e nor his customers havefor. “This thing has 20,000 flights on it, it hasn’t changed. It’s a very, known quantity.”etween the wing and the tail, though,

ything is remarkably different. One, however, will probably neverge: Zivko has kept with the steel-fuselage. “The biggest reason fors that if it’s damaged in any way,

can see it and it’ s fixable. Anybodya welder at the race can f ix aif it’s broken. That’s one of the

dvantages of the composites, if youk it, you can break it internally andl looks OK on the outside. You won’t

w it’s broken until it snaps and thenroken. So you have to X-ray it. Steel-cracks first, you can see that it’s

ked and then you weld up the crackt’s OK. Also the shape is great, the are crossed all over the place, are all different load pads that, ifube would break, it goes through

her tube, because there are so manyem. Steel-tube is tough and can getaged. We won’t switch to carbon- Well, maybe, but only if we build

mpletely new plane and who canf that’s going to happen!”

Work has been ongoing on the V3year, chiefly thanks to engineersMorse and Steve Morolyn. And

in July last year it became known thatthe Edge 540 V3 would be racing in2010. On the whole, the V3 is nowmuch more of a racer than an aerobaticsplane, which is what the Edge 540 wasoriginally. “Although you’ll still be ableto do aerobatics in it, I don’t think anyaerobatics pilot would be willing to paymoney for a plane that’s really quickand just about OK for aerobatics.”

Which doesn’t mean that the V3 willbe completely ill-suited to aerobaticscompetition, and things depend lesson speed in that discipline anyway. Inaerobatics the pilots have to manoeuvretheir planes in a set area, a box of air which is 1,000m long by 1,000m wide.They have to fly precise figures in thislimited space and are then judged bya jury. So if you start with too muchhorsepower under the bonnet, you’llhave a hard time keeping the planein the zone as there are extremely highG-forces to cope with. Zivko explains,“The Sukhoi is really nice for that. It’spowerful, but it’s incredibly draggy,

it’s not a fast plane.” Another reason for revamping the

Edge 540 was Eric Zivko’s desire tomake the job better for his engineers.

“I wanted to make it easier and quickerto disassemble and reassemble the planeand increase safety at the same time. Nowthe technician doesn’t have to worry thathe might have forgotten something whenthe plane was being assembled.” It usedto take six hours to take the Edge apartand one and a half days to put it backtogether again. Now the technician’s jobshould take no longer than two hours,like for their MXS-R colleagues.

But how is it that the Edge 540,basically an aerobatics plane, still seems

to be quicker than the MXS-R, whichis supposedly almost tailor-made for theRed Bull Air Race? “I’ll be kind. A lot ofit has to do with our wing. Our planeis quite a bit stiffer than the MX, andI think that’s a key component. And itis pretty tough too – you can break a bigchunk of the tail off and the plane isstill safe to fly. I know that there were anumber of people wondering how the MX would have done with a bird-strike likethe one Arch had in San Diego in 2009. Itprobably wouldn’t have fared so well.”

First and foremost, Arch was lucky,but Zivko stresses that the luck wasalso largely to do with the plane’sdesign. “We’ve built lots of back-upsinto the structure. If one part fails, theburden can be shifted and absorbed bysomething else that is strong enoughto withstand it. Our plane is built to betougher than it needs to be. And that’show it’s going to stay. The Edge 540 wasbuilt based upon part 23 of the Federal Aviation Regulations (FAR), the designcriteria of the American Federal Aviation

Administration (FAA), which a ircraftmanufacturers such as Cessna andBeechcraft adhere to. We could have theEdge 540 certified, in theory, but then we’d have to do a wh ole host of test sfor the purpose. And once the plane iscertified, you can’t change anything. Youcan’t attach wing-tips or cowlings. Youcan’t attach anything at all without doingtests for ages beforehand and having thepart certified. Which is why racing planesare categorised as ‘experimental’, so that you can still legally make ch anges.”

The Edge 540 V3 is a good-lookingbeast, a mad machine. The first pilot totry and tame it is Hannes Arch. Others will follow.

“Steel tube is tough. We won’tswitch to carbon- bre. Well,maybe, but only if we builda completely new plane.”




BACKGROUND

re do you think the Red Bull Air Raceing in terms of development?always hoped and I’ve told them, too,would like to see it go more Formula

style. And I know that this is whatare looking for. They wanted to be alopmental arena for aircraft and that’sthey come up with safety equipment.ody has really done G-Race Suits forans before. The Red Bull Air Race haveloped their own system, so they alwaysof try to improve the safety aspect of

whole race. And one of the conceptsnd it is to improve aviation in general,he racing. I hope it becomes more like

mula One, where there are sponsoredidual teams with possibly two aircraft.or more aircraft manufacturers,

makes more sense for you? a couple of years ago there was talkving one design, but I was against it.y time they asked me, I said that it was

d idea. I know there are fans who go afterersonalities, and then there are fans ofechnology. And you can’t just cut thenology out by having one design. I t hinkmore the better, I wouldn’t even be

sed of having each team have their ownufacturer. That’s were I would like to seed of progress to. The competition wouldce. It’s nice that the 540 has dominated,wouldn’t mind having more competition,here really need to be larger sponsors

more sponsors. Each team needs to besored and have a sizeable budget to race,use it is not cheap. There’s a reason

Formula One costs as much as it does tokeep everybody busy and always coming upwith new stuff. I know that our sport is difficultand the teams now have to basically pay forthemselves and do all modifications in a veryshort time. I would like to see new stuff beingdeveloped almost a year in advance, workingnot on next year’s stuff, but the year after’s.The more manufacturers, the moredangerous this sport might get though…I don’t know if it would be more dangerous.Whoever is writing the regulations now, itwould make their job much more difficult,because they would have to stay on top ofwhat everybody’s doing. The regulations arefairly loose now, only because the planes thatare flying are known quantities. If somebodynew came along, a new manufacturer, there

would have to be a lot of testing done. Ourplane has had a lot of flight time, the MXhas a fair amount of f light time history onit. Somebody new, there is no history on it,so they would have to do a lot of testing –load testing, flight testing – and that wouldhave to be all documented and submittedto Red Bull Air Race and approved, so itwould make their job more difficult.How much testing did you do with your new plane?Structurally I know the plane is fine, as it’sbased on the previous design. It was a monthof flight testing in which we fine-tuned it.Would you sell the V3 to anybody?No, this plane is too s pecialised. It can doaerobatics fine, which is what the Edge 540was, it was a competition aerobatics plane,

that is where it started its life and it justhappens to do racing well. The new planeis more race oriented, it does aerobaticsfine, but I don’t think anybody is going topay the money to get a plane that is reallyfast and does aerobatics well.How happy or comfortable are you withthe engine tuners?I am more happy with some tuners thanothers. There are a couple that are verygood and very safety conscious and they,I wouldn’t say they push the limits, somemaybe more than others. I won’t namenames. There are four, and a couple arereally good and some that are not as good.In what sense, not as good?I think they don’t know all t he secretsthe other people do. There is an engine

manufacturer that devotes a lot of time todeveloping new ways of doing things, newsystems, new machinery. Some of the ot hersdon’t quite so much. I can’t answer for them,why they don’t. Maybe resources, money.If you were a pilot, who would youco-operate with engine-wise?Two of them actually. Ly-Con and Barrett.We’ve been associated with Ly-Con forever.We’ve been buying engines from them forour Edge 540 for a very long time. Withthe Edge 540 we kind of let our customerchoose, but there were only two choices.Barrett or Ly-Con. We’ve tried some otherones and haven’t had good luck at all. Butthese two are our stable engine builders. Butbecause we let our customers pick, mostof them have been west-coast people and

LET’SBE MORE

IKE F1”Zivko has been involved with the Red Bull Air Race since 2004. He could be seene of the many consultants, as his expertise even flew into Part E of the technicalations. Here are his thoughts and visions on the future of air racing.

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they’ve gone with Ly-Con. So we haveprobably bought 2:1, maybe 3:1 engines fromLy-Con than Barrett. I know Ken Tunnell quitewell, and Rhonda and Allen Barrett. But we’vebeen using Ly-Con more than Barrett, onlybecause of our customer choice.We’ve heard that Barrett is a slightly moreconservative engine tuner. Is that true?I would say yes. They build an extremelygood engine. So, if you want a good-running,long-lasting engine, I think Barrett is hard tobeat. Ly-Con seems to put a lot more moneyinto development, but that’s kind of Ken’sstrength, he does a lot more development.Are you actually just dependent on theengine-builder or is more outsourced?We outsource the canopy. We have it madeto our s pecifications. The landing gear also.

Everything else is built in-house.What about the modifications the teamsmake on the Edge. Happy with those?As long as they don’t mess with the planestructurally... There were a couple of peoplewho did do some stuff and we had a fitabout it. It didn’t help much, but it didhelp with the current planes, becausethe modifications that the people haddone that we were very unhappy with, weregrandfathered in, but it did change Part Eof the regulations to be more strict on whatyou can and cannot do. Hopefully ourcomplaining had a lot to do with that,because we told the Red Bull Air Race thatit would end up with things going wrong.You simply can’t let people do thesemodifications to the planes unchecked

and let them do whatever they want, so theregulations got tightened up quite a bit.The new ones, for 2010?Well, even last year’s. There was a G-limit,and I’d like to think that we had a lot to dowith getting the G-limit set. It’s still too highin my opinion, but there were no limits beforeand there were no speed limits. The pilotsfought for the speed limits. Really the onlyway you can govern the G-limit is by speed.Would you make the Part E even stricter,if you had the chance to write it now?It’s actually quite nice now. There’s somethings I would like to see relaxed, butthey’ve done it for the sake of safety.

Why does the MXS-R seem to be a littlebit weaker than the Edge?I don’t want to say anything too specific,because I don’t want to give them too manyideas, but I think a lot of it is just experience.MX Aircraft is a newcomer, to aerobaticseven, we’ve been doing it for 20 years almost,and we have a lot of experience, a lot ofexperience with that plane, what does andwhat doesn’t work. If they had an issue, that’sprobably the biggest one. Lack of experience.Back to the new design of the Edge, have you integrated a lot of pilot feedback?Some of it is feedback is from pilots, mostof it is our own. We get feedback from somepilots, some pilots I don’t hear from at all.It’s our strict policy for any of our customersthat I don’t reveal who our customers are

and what we are doing for them, and that’sthe only way we can survive.So the newly built planes are notcompletely stock, they vary a little?They are basically the same. We have somefeatures on them that are customised. Theyare not completely identical.And... who are the best race pilots?I think the best pilots are all Edge 540 pilots,of course! I think the new guys are going tobe a force to reckon with t his year. MatthiasDolderer has certainly shown what he can do.I think he is somebody to watch very closely,and Pete McLeod. I think with a more currentplane he is definitely somebody to watch.Yoshi Muroya and Matt Hall, too. They prettymuch all are! However Paul Bonhomme andHannes Arch are certainly hard to beat.

Feugiat, sequat alit praestio erit volobor sisi tet ullandre veniatnonsequam nullam, suscilit laore magna aciliquis aliquam nit, sissim eramconsent luptat utate dolorper alit ipsum vendiam zzriusto

Edge 540 mastermind Eric Zivko, vice-presidentof family-owned company Zivko Aeronautics.



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Eight cities host the Red Bull Air Race this year during a calendar that spans the globe and touches down on ve continents. But spectacular racingis only part of the story: there are sights to see, experiences to enjoy and

cultures to sample. Read our 2010 guide to what new and unusual things you can do on the ground while watching what goes on in the air.

Words: Matt Youson

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abu d b : M c 26-27The first Red Bull Air Race of 2010sees us back on familiar ground.

Dhabi always provides a greatome and makes our first race of thean event to remember. And while theiche will be thronged with spectatorshing the action in the air, there’sy to do on terra firma afterwards.e’s a host of bars, restaurants whichtheir flavours from all four corners oflobe and nightclubs to suit everyYour only dilemma is how to fit

ything in… Here’s a brief selection.

Emirates Balloon Adventures The desert safari is an enduring tradition,but entirely new is the idea of seeing theUAE from the air. Offering a more gentleride that the Red Bull Air Race’s two-seater,a balloon trip is the closest you’ll get to themagic carpet. Enjoy floating over giantsand dunes and green oases and see AbuDhabi from an entirely different perspective.Po B x 76 888, d b iPh e: +971 4 285 4949F x: +971 4 285 5033Em il: i f @b ll i g. e www.b ll i g. e

Speedboats Abu Dhabi is an archipelago, and often thebest way to see it is from the water. But if you’re here to watch the Red Bull Air Race,chances are you like to do things quickly.The Yellow Boats speedboat service offers just that. See Abu Dhabi from the water, visit local beauty spots and discover thelocal marine life with a choice of tours. www. heyell wb .c mPh e: +971 800 4034

Al Ain National Museum If this is your first trip to Abu Dhabi, findtime to visit the Al Ain Museum. The history

of settlement in this region goes back to theStone Age, and the museum has excellentarcheology and ethnography sectionscharting the story of the land and it’speople. A visit to the Sultan Fort (EasternFort), which is situated opposite the Al AinNational Museum rounds off the trip.Ph e: +971 3 764 1595 www. m.g v. e

Dining and NightlifeThe capital of the United Arab Emiratesis often described as a melting pot ofcultures. From the point of view of your palate, t his means you can getanything you want, at any time.These are some of our favourites…


Sho Cho

If you’re looking for great Japanesefood and a fabulous bar scene in ahip setting, then look no further thanthe newly opened Sho Cho.Souk Qaryat Al Beri(Shangri La Hotel)

Phone: + 971 2 558 1117

Eight Eight bar is a stylish operation, with longbrown sofas, white high-back chairs and ahuge glowing shelf of bottles illuminatingthe bar. The cocktails here are excellentand there’s an inspired choice of snacks,appetizers and main courses.Souk Qaryat Al Beri(Shangri La Hotel)Phone: +971 2 5581988

Leftbank Ultra-trendy, with a swish and minimalisticinterior, Leftbank excels in imaginativecocktails against the backdrop of chilledbeats laid down by the resident DJ.Souk Qaryat Al Beri(Shangri La Hotel)Phone: +971 2 558 1680

Etoiles

Stylish and chic, Etoiles is asophisticated club offering the perfectnightlife entertainment: the view isover the beautiful moonlit waters ofthe Arabian Sea and award-winningDJs and live acts provide the music.Emirates Palace HotelPhone: +971 2 690 9000

Sax Relax on comfortable chairs orenjoy cocktails at a table. This is

a sophisticated nightclub with sultrystrains of its instrumental namesakeproviding the musical background.Le MeridienPhone: +971 2 674 2020

Yacht ClubThe Yacht Club is one of the town’shotspots with its contemporary interior,Pacific Rim food and the imagination ofits mixologists creating cocktails behindthe square bar in the middle of the club which overlook s the beautif ul marina.Intercontinental HotelPhone: +971 2 6666 888

Y Bar An informal, casua l lounge. Y Baris the place to unwind, with great

ambience, great music, great foodand a sophisticated drinks menu.Rotana Yas IslandPhone: +971 2 656 4444

Blue Grill Trendy, yet comfortable and relaxed.The hearty steaks of US and AustralianPrime Angus Beef are the stars of thisrestaurant, with choice cuts and morechargrilled to order. Guaranteed tosatisfy even the biggest of appetites.Rotana Yas IslandPhone: +971 2 656 4444

Stills With a signature 26m-long bar andseating for more than 280 people,Stills Bar & Brasserie is set to be anexceptional destination. Combiningmodern European gastro-pub food witha broad selection of international drinks,Stills has something for everyone.Crowne Plaza Yas IslandPhone: +971 2 656 3000

Plastik

Plastik Beach Club is a hidden gem inthe UAE social scene, with world-classentertainment, international DJs anda unique ambience, there’s a magic tothis beautiful, idyllic private islandthat is accessible via only one road.Golden Tulip GhantootPhone: +971 4 319 7992

Chamas Chamas is a Brazilian Churrascaria:endless skewers of freshly barbecuedmeat and chicken served by enthusiastic,knowledgeable Passadors. And theyserve until you tell them to stop. Addto this a genuine Latin band and oneof the liveliest atmospheres in the city

and you start to get an idea of whatan evening at Chamas is like.Intercontinental HotelPhone: +971 2 66 66 888

C Mondo Bar C Mondo is a rendezvous spot located onthe ground level in Centro Yas Island,serving a wide selection of wines,champagnes, signature, new and classiccocktails and aperitifs. It’s a place toenjoy on your own, or with friends.But don’t take our word for it…Rotana Yas IslandPhone: +971 2 656 4444

Ahmed Dada – footballer Ahmed Dada pla ysfor Al Jazeera

football club basedin Abu Dhabi,runners-up inthe UAE leaguelast season and winners of theGCC Championshipin 2007. The youngmidfielder hasrepresentedthe UAE atinternational leveland plies his trade on either the right orleft side of the pitch. “I’m really excitedabout the opening of the Blue Grill atthe new Rotana on Yas Island. Steaksare a big passion of mine,” he says.

Mohammed Balooshi, Arab Motocross Champion

Crowned the Arab Champion in Egyptthis year, the experienced Red Bullathlete started racing seriously in 2002, when he participated in the localmotocross championship and was rankedseventh in the general classification. Thenext year Balooshi put in a remarkableperformance, coming third in the 2003Umm Al Quwain Championship in the125cc and Open Class categories. That year he was named ‘Best UAE MotocrossRider’ after taking part in the Red BullSuper X in the City, held for the first timein Abu Dhabi. Currently, Balooshi is theKuwait, Bahrain and Arab Motocoross




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mpion and he’s preparing tocipate in regional motocross andin Europe in 2010. This next season

be his chance to prove his skills atnational level and realise his dreampresenting his country on the world. He also likes, “nothing better thang on the terrace at Sho Cho enjoyinge round of sushi with friends whileun sets over Abu Dhabi”.

Khaled – UAE Sailing Champion

year’s UAE and Saudi Sailingmpion, Adil has been training full-since 2007 at the Emirates Sailingol in Abu Dhabi. In 2003 he wonuropean Championship and inthe Laser Class at the Pan-Arab

es in Egypt. He was most recentlyed second at the Bahrain Sailingmpionship. Adil was the only Arabte to compete in the Laser class at

Beijing Olympics. His participationhina has opened doors for hims part of a longer-term plan that

book him a ticket to t he worldmpionships. He “loves the food atmas at the Intercontinental, largeers of sizzling meat that comeyou beg them to stop… amazing”.

Perth: 17-18 AprilMaking a welcome return to the Red

Bull Air Race calendar, Perth, theern Australian capital, boasts mores of sunshine each year than any othern Australia. It’s a playground foroor pursuits: on the water a haven forg, diving, kite-, wind- and plainary surfing. On land, cycling, golfiking through the stunning Western

ralian landscape are the things to do.

ng e’s plenty of action to be found closerth. For the most popular waves, visit

borough, Trigg, Watermans, Cityh, Floreat or Cottesloe, where toweringolk pines line boulevards buzzing withand pubs. Located 16km off the coast

of Perth, Rottnest Island offers severalextraordinary reef breaks, the most famous

of which is Strickland Bay. Regular ferries will take you to Rottnest from SorrentoQuay, Perth and Fremantle.

Surfing Australia Surf School Location: LancelinEmail: [email protected] www.surfsc hool.com.auPhone: +61 8 9245 7341

Scarborough Surf School Email: [email protected] www.surfsc hool.com.auPhone: +61 8 9444 5399

Big Wave Surfing School Email: [email protected] www.surfings chool.com.auPhone: +61 8 9524 7671

WA Surf (Surfing, kitesurfing and windsurfing) Location: Safety Bay Email: [email protected] www.wasurf.c om.auPhone: +61 427 92 7873

Windsurfing

Windsurfing in Western Australia is secondto none. Fuelled by the Fremantle Doctor,a commanding sea breeze that blows infrom the left, the Indian Ocean provides

excellent conditions for novice andprofessional windsurfers alike. There’s over

12,000km of unspoilt coastline in Western Australia, offering everything from flat water, to bump and jump, to powerful waves. Favourite windsurfing locationsinclude: Lancelin, Geraldton, MargaretRiver, Ningaloo Reef and Esperance.

Windsurfing Perth Email: [email protected] www.windsur fingpert h.com.auPhone: +61 8 9329 9333

Cycling

With a world-class bicycle network,generally flat terrain and a great climate,Perth is a great city to explore on two wheels. Whether visiting beaches, stickingto the bright lights or getting out of town,

biking around Western Australia as part ofan organised tour or on a self-ride trip is anexperience that you will remember forever.Located a short ferry ride from Perth,Rottnest Island is a car-free zone, whichadds to its relaxed feel. Hiring a bike is thebest way to get around and to find thosesecluded beaches and secret surf spots onthe other side of the island. Watch out forthe quokkas, the cute marsupials which were the inspiration for the island’s name.

About Bike HireLocation: PerthEmail: [email protected] www.aboutbikehi re.com.auPhone: +61 8 9221 2665


Rottnest Island Bike HireLocation: RottnestEmail: [email protected] www.rottnestis land.comPhone: +61 8 9292 5105

ScubaWestern Australia has abundant and varied marine life, a mix of tropic aland temperate climates and numerousshipwrecks just offshore. It’s anincomparable location for diving andsnorkelling. North of Perth, Jurien Bayis the hub for a marine park. It’s famousfor its sea lions and divers are fascinatedby the limestone caves and overhangformations. Mettams Pool is a calmsnorkelling spot within 30 minutes ofPerth city, and is ideal for families and

beginners. Cavernous reefs, seagrassmeadows and even more shipwreckssurround the islands of ShoalwaterMarine Park, just an hour south ofPerth. You’ll find sea lions here andpenguins too. And just off the coast,at Rottnest Island, there’s a range ofundersea adventures – calm bays attractsnorkellers, while boats provide access tothe deeper seas. The Rottnest shipwrecktrail tells stories of the 14 shipwrecksfound along its coast – informationplaques can be seen on the ocean bed.

Kitesurfing The breezes and rolling swells of Western Australia are a favourite for kitesurfers, who take to the waves in spectacularform, carving them apart and performingdaring aerial jumps and somersaults,sometimes only metres from shore. Perthhas ideal kitesurfing conditions. CityBeach’s heavy break suits intermediates;experts will have a blast at Cottesloe’ssuper shallow reef and Leighton Beachrocks for waveriding. Melville Beachsuits beginner to expert kitesurfers

with its large protected shallow bayand long narrow beach, while PelicanPoint with its onshore winds attractsmore the more experienced.WA Kitesurfing Association www.waksa.com; www.wa surf.com.au

Sailing Yachting is a popular p astime on theclean, pristine banks of the Swan River, where the co mbination of gent le waterand strong sea breezes creates idealconditions. Hire a 4.5m catamaran onthe South Perth foreshore, and enjoya million-dollar view of the city skylineas a fresh breeze whisks you alongthe river. There’s an array of yacht

clubs lining the shore all the way fromPerth to Freemantle.

Golf Perth has 19 public golf courses offeringtop-quality facilities. Alongside a few world-renowned reso rt courses wh erefive-star luxury is all part of theexperience, lush public layouts areavailable for very reasonable rates.

Collier Park Golf CourseLocation: ComoEmail: [email protected] www.collier parkgolf.com. auPhone: +61 8 9450 6488

Hillview Public Golf CourseLocation: Maida Vale

Email: [email protected]: +61 8 9454 5554

Joondalup Resort Location: JoondalupEmail: [email protected] www.joondalupr esort.com.a uPhone: +61 8 9400 8800

InterContinental Burswood Resort Perth Email: reception@burswoodpark. wa.gov.au www.burswoodpa rk.wa.gov.auPhone: +61 8 9361 4475 or 9470 2060

Secret Harbour Golf Links Email: [email protected] www.secretha rbourlinks.c om.auPhone: +61 8 9524 7133

The Vines Resort and Country ClubEmail: [email protected] www.vines.com.auPhone: +61 08 9297 3000

Golf Tourism Western Australia www.golftour ismwa.com

How to get to Perth?

Put your own package together –find hotels, flights and cars tosuit your needs at www.tui-reise center.at/cityhot els

If you’re travelling from Europe, yourbest choice of airline would be Emirates, with prices starting from €999 incl taxesfrom Germany. For your stay in Perth –check into the Sheraton or NovotelLangley. And last but not least, for ticketsand hospitality packages for the race

simply visit: www.redbullairrace.com

Rio: 8-9 May Another race returning for the2010 season is Rio de Janeiro. The

Southern Hemisphere’s dedicated templeof hedonism needs no introduction;suffice to say, whatever you want to do,Rio is the place to do it, whether it’slaying on the beach or dancing ’til dawn.But there’s more to Rio than that. Itboasts some of the world’s best shoppingexperiences, like these…

Rosa ChaIf you’re looking for the latest trends inbikinis, look no further. Established in1993 by designer Amir Slama, the brandis known for its bold, innovative designs,usually seen paraded on internationalcatwalks by Brazil’s top models.Rosa ChaFashion Mall, Store 221Sao Conrado, Rio de Janeiro www.rosacha .com.br

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y Sizenew brand, created in 2008 byreggae singer Marcelo Falcao of

Rappa band, offers an authentic Riopretation of urban/streetwear.r apparel can be found in severalt/skate shops throughout the city

w.jonnysize.com.b r

m es’ beachwear doesn’t get anyer than this. If you want to blendth the local Rio girls on the whitethis is the place to go.

Nascimento Silva Stema – Rio de Janeiroe: +55 21 3797 3400

w.farmri o.com.br

ema’s Hippie Fair more than 40 years the alternative crowd

athered every Sunday at Ipanemah’s General Osório Square. Arts andhold sway for anyone wanting to

rience a flea market with a tropical flair.eral Osório Square –ema beachon Sundays

w.feirahipp ieipanema.com

a Teresa Cable Car

d to downtown Rio to hop on thisric cable car, the only remaininge line of its kind in Brazil. Enjoy

de over the iconic Lapa Arches andff at the end of the line in the artsya Teresa district, full of galleries withs of local artists and antique stores.ntown Rio, next to Franciscoo square

dsor: 5-6 Juneda’s Southernmost city is our firstof call in North America. Windsorfar the smallest host city, which is

y for us as the whole place turnsparty-central when the race comeswn. This year’s dates make it thect stop for petrolheads, being neatly

distant between the Indy 500, taking

place the week before, and Montreal’sCanadian Grand Prix, taking place the week after. But if racing isn’t the be alland end all for you, the Windsor Essexregion has a lot more to offer.

Caesars

The waterfront Casino is impossibleto miss, but alongside the games ofchance and the panoramic view of

Detroit’s skyline, Caesars Windsoroffers haute cuisine and fabulousbig-stage entertainment.

ViticultureOutside the metropolitan district, the wider Essex county features some ofCanada’s best vineyards. The winemakingindustry is booming in both size andreputation, with a local wine routefeaturing 15 stops with facility tours,hospitality and, of course, fine wines.For a listing of wineries andmore detailed information, visit www.tourismwi ndsoressex .com

New York: 19-20 JuneThe Red Bull Air Race pays a first visitto the Hudson River in 2010 with a race jointly hosted by New York and JerseyCities, so whether it’s the ManhattanSkyline or actually Manhattan you wantto see, this is the race for you. The

potential for the tourist is unlimited; visitthe Statue of Liberty or take the SopranosTour. Plus a whole world o f eveningentertainment is just a few kilometresfrom the start gate pylons…

MarqueeIt has a tough door,but once inside,a great party withan even bettercrowd: celebrities,models, athletes,designers...Music: Hip-hop289 10th Avenue,New York, NY10001marqueeny.com

AvenueThe ‘it’ place in New York City. Animpossible door, plenty of paparazziand if you make it in, you’ll mostlikely be rubbing elbows with A-listcelebrities, however be prepared tocover the bottle/table minimum.Music: Hip-hop/mash-up116 10th AveNew York, NY 10011 www.avenue-newyork.c om

Simyone Lounge (SL) A nearly impossible doo r, a greatparty, and plenty of dancing.Music: Hip-hop/mash-up409 W 14th StreetNew York, NY 10014 www.slnyc.com

Gold Bar Incredible decor and ambiance, in a small,exclusive space in lower Manhattan. A


tough door, but worth the effort!Music: Hip-hop/mash-up389 Broome StreetNew York, NY www.goldbarnew york.com

M2

One of the largest venues in NYC,and continues to throw great partiesthat attract celebrities, and top DJs.

Expect a cover charge or bottle serviceminimum, tight door, and a great party!Music: Hip-hop, electronic on occasion530 West 28th StreetNew York, NY 10019 www.m2ultralounge. com

Pacha NYC’s largest electronic music venue, with top glo bal DJs, and reco gnition.Late, late-night parties, plenty ofdancing, and a packed house.Music: Electronic618 West 46th StreetNew York, NY 10036 www.pachanyc.co m

Lausitz: 7-8 August

The Red Bull Air Race makes its one visitto dry land with a debut race at EasternGermany’s famed EuroSpeedway racingcomplex. Situated in the heart of NorthernEurope, EuroSpeedway is a short drivefrom both Poland and the Czech Republic,and within easy travelling distance ofGermany’s great Eastern cities. After a dayat the race, tourists can spend the eveningenjoying the culture, museums and finedining of Dresden, listen to the famousGewandhaus Orchestra in Leipzig or simplysoak up the fabulous architecture of Berlin.

Budapest 19-20 AugustBudapest is the Red Bull Air Race’s

ancestral home, as venerable to fans asthe Monaco Grand Prix or Wimbledon.Racing over the glorious Danube in frontof the majestic Hungarian Parliamentbuilding would make this a memorableexperience under any circumstances,but holding the race on St Stephen’sDay, anniversary of the founding ofthe nation and the biggest nationalholiday of the year, makes this extra,extra special. As day turns into longsummer evening, the Air Race gives wayto the traditional Budapest Fireworksspectacular. The half-hour display isone of the most eagerly awaited eventsin the summer calendar: bigger andbetter every year and always filled with innovatio n – and anyone s tayingin place after the race will have aprime viewing position.For more detailed information, visit www.hungar ytourism.com

Lisbon 4-5 SeptemberThe season ends in Lisbon. While Portugalis familiar ground for the Red Bull Air

Race, this is its first visit to the Portuguesecapital, and with a championshippotentially up for grabs, the battle overthe Tagus may be the best of the year. Away from the r ace the Por tuguesecapital is a microcosm for everything worth seeing in Euro pe, from the ar tistic,endless hip Bairro Alto to the Baroque-Neoclassical beauty of the EstrelaBasilica. Great places to get some restfrom your newly soaked up experiences.

Sheraton Lisboa Hotel & Spa www.star woodhotels.com

Corinthia Hotel Lisbon

www.corint hia.com

Tivoli Lisboa www.tivolihotel s.com

Altis Belém www.altishot els.com

Olissippo Lapa Palace www.lapapa lace.com

Real Palácio Hotel www.realpal aciohotel.c om

Real Park Hotel www.realpar quehotel.com

Novotel Hotels www.novotel.com



CALENDAR


e Red Bull Air Race spreads its wings over ve continents this season:a, North and South America, Australia and Europe. Eight unique spotsproviding their skylines as the perfect backdrop for the exhilaratinge battles that will decide the top spots on the championship leaderboard.

RED BULLAIR RACE WORLDCHAMPIONSHIP 2010


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M A R 2 6 & 2 7

A B U D H A B I , U A E

Population: 950,000 Location: United Arab EmiratesTime zone: UTC +4 hoursRace history: races in 2005, 2006, 2007, 2008 and 2009

1

M A Y 8 & 9

R I o D E J A n E I R o , B R

A

Population: 6 million Location: BrazilTime zone: UTC -3 hoursRace history: race 2007

3

J U N 1 9 & 2 0

n

E w Y o R k , U S A

Population: 8 million Location: United States of AmericaTime zone: UTC -5 hours

Race history: new location

5

A U G 1 9 & 2 0

B U D A p E S t , H U n

Population: 1.7 million Location: HungaryTime zone: UTC +1 hourRace history: races in 2005, 2006, 2007, 2008 and 2009

7

A P R 1 7 & 1 8

p E R t H , A U

S

Population: 1.6 million Location: AustraliaTime zone: UTC +8 hoursRace history: races in 2006, 2007 and 2008

2

J U N 5 & 6

w I n D S o R , o n t A R I o , C A

n

Population: 220,000 Location: Ontario, CanadaTime zone: UTC -4 hoursRace history: race in 2009

4

A U G 7 & 8

E U R o S p E E D w A Y , G E R

Population: 1.4 million (Lausitz region) Location: Lausitz, GermanyTime zone: UTC +1 hour

Race history: new location

6

S E P 4 & 5

L I S B o n , p o

R

Population: 564,477 Location: PortugalTime zone: UTC +0 hoursRace history: new location

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Red Bull Air Race Magazine - Abu Dhabi 2010

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Transcript of Red Bull Air Race Magazine - Abu Dhabi 2010