The night was strange.

I was not really resting.

Many told me that USA will not allow me to cross their airspace without first landing at a customs airport.

Other said ¨why not?¨

I said ¨why not?¨

Problem was going to be solved early in the morning…

Plans where also in my mind: no clearance meant flying the US and Cuba border, away from the US ADIZ (That is a ¨defensive¨ line near the shore, a line that has to be crossed with a flight plan IFR or Defense VFR).

Entering the ADIZ without clearance would launch the fighters and although I would have got beautiful pictures, I preferred not to go through.

Sun and Fun was going to have its airspace opened after 6 pm (after the air show) so I planned the flight for that arrival time: I wanted to make a low pass, and rock the wings to salute and thanks every friend down there.

As always, something is a plan , and another thing is what happens…

I did arrive early at the airport and went through the local procedures. It took some time to do it, but it was fine.

Then, I visited the Matamoros airport Commander, Mr. Ramon Sanchez.

When I was chased from US Mcallen airport, it was too late to land at Reynosa airport. Both Laredo and Matamoros where closing at 8 pm, so I choosed Matamoros because Laredo was to far away to arrive on time.

The fact is that I flew at barber pole (maximum speed is many time depicted like a barber pole) but I got strong headwinds and landed at 0805 pm…

Then, I was called by Mr. Ramon Sanchez and the first few minutes were really not comfortable.

Buuuut, Ramón (a big difference with some other guy) was able to understand and was very soon friendly and supportive (muchas gracias Ramon, por tu gran apoyo!).

So, back to my departure time, Ramon came with me to the airplane, and I was glad to have him inside the cockpit. We had a nice time !.

Flight plan was accepted (by Mexican Air Traffic Control) and also by US ( …I thought …).

Once the engine was started and cleared to taxi, I was told that Tower was coordinating the flight with US for final clearance.

Whaaaaat ????, It was not done already???? …ALL my body shaked !

Holding position next to the runway threshold, and after engine check, I was cleared for take off !

Big smile and a big thank you to God !!!

Full power, 5 kts, 10 kts, 15 kts, 20 kts

ECXLL CANCEL THE TAKE OFF, CANCEL THE TAKE OFF !!!!

Aaaarg !

Heart attack !

EC XLL, there is a problem with US, please return to the holding position at the runway end.

You can easily imagine what wa going on in my head: starting again, plan B, Cuba, ADIZ and so….

When I was arriving into my position: EC XLL, cleared for Take Off !!

I really feel too old for those kind of things, really !

Lift off was fine, and soon I was over US land.

Then, I knew that any weather, any technical problem, anything that would make me land, would have me in a really complicated situation down there. It is up to you just to imagine!

Countryside was beautiful. But it was no joy. I was really overstressed and that was not good.

Time of arrival at Lakeland turned into 7 pm.

I sent a message to Don telling him about the estimated time and to requested him to coordinate with Lakeland ATC for a low pass clearance, as my flight was (I think) different from others.

No answer came from Don, so I think that the RedPort system didn´t work again.

Then I realised that i could send a phone message, and so I did, but it was difficult due to the lacl of connections.

When I was 40 nm, I asked the Tampa Controller to descend to 3000 ft and coordinate the low pass with Lakeland Tower.

I was initially cleared for 5000 ft ( from 7000) but soon the Controller´s voice arrived denying the clearance: RV8 Experimental, Lakeland says that you are not cleared for a low pass.

Don was receiving my calls to him on 123.45 mhz, but I was not able to receive its. It was a true pity.

So close and so far from my friends...

A new problem arose: I was arriving night at Freeport. And…I didn´t have the approach plates procedures. The previous days, I was unable to find those.

I was cleared for an ILS (Instrumental Landing System) approach, that turned for myself into a PAPI one (a visual guide that provide glide slope).

My landing light is really poor. The light itself is powerful, but my installation limit so much the wideness of the light beam, that the result is very similar to illuminate with a laser pointer. So landing at night is tricky with my airplane. Estimating the height is like putting your hand into a black hole when a Cobra snake is inside!).

So, of course, it was not a flared landing, but it was ok as both survived (myself and my dear RV8).

Customs were easy and fast. Finding a hotel was another story. It took me a long time to be able to rest. I was exhausted !!!