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On losing a student and friend, Eduardo Loigorri, 1967 - 2026

Back in 2006 (iirc) I walked into Thai Flying Club at Bang Phra where I was introduced to Eduardo (Ed) by a group of pilots there with the words: "...this is who you should learn to fly with".
Ed went for his pilot medical and waited the six months for it to be processed and for the Student Pilot Licence to be issued.
Meanwhile I was working in China.

I left China in September 2006, and made for Chiang Mai to recuperate from the stresses of Beijing Pan Am International Aviation Academy.
Then I went back to Vancouver for a month... It was then winter, and so I escaped to return to Chiang Mai for six months.
Ed's training began with me at Chiang Mai Flying Club, and progressed through to Ed's flight test and the issue of his Private Pilot Licence.
He initially trained in the Cessna 150 and 152, but then a Tecnam P92-JS came up for sale and so Ed asked my opinion.
It's a good aeroplane, and I told him he would own it for a long time, indeed he kept it until he passed away on Saturday.
I was at Goodwood when Khun Koi called me with the shocking news that Ed had passed away. Feeling very ill, he had walked to Rajavej Hospital with his bag packed to be admitted... The hospital staff did not realise how ill he was as they kept him waiting too long before he had an alleged heart attack and died.
It was only a few days ago that Ed had completed the Dugong survey in the south of Thailand which involved flying low level on a specific pattern to count these sea creatures, and dolphins...
Ed would use me as a confessional when he had unusual occurrences in the aeroplane. Indeed he had one on his last survey which we discussed... After this Amy posted a video chat with Ed at Phuket and he was upbeat and jolly, looking well, with no sign of the sickness that would take him a few days later.
I commented on the video and Ed responded that he had calmed down a lot after his 'incident', and he was looking forward to some UPRT training with me before the next surveys in December.

Our most recent recurrency flight in the Tecnam in November (2025).

There were many notable flights in Eduardo's flying career.
When he was learning I did the training in accordance with Transport Canada requirements which exceeded Thai requirements, (indeed another student presented his TC PTR and received a Canadian PPL).
As part of his instrument training we created a VOR approach into Lampang based on the straight in approach but with a teardrop-procedure turn entry, and a hold. Even though I'd phoned them first, ATC were surprised when a little Tecnam turned up to do this.
Ed also did a solo cross country to Lampang and Phitsanulok on his own to the surprise of a group from an Air College where their students did their solo cross country flights with a 'safety pilot', (this is not solo!).

Early on, PPL Ed and I flew to Bangkok International Airport (Don Mueang, before Suvarnabhumi was built), whereupon Ed filed a flight plan to Prachuap military airport for the next morning. I told him they needed 48 hours notice.
On approaching Prachuap ATC asked 'do we have permission?'... I suggested we continue to Chumpon, but in the end Prachuap relented and let us in.
They were hospitable, gave us glasses of water, and when Ed was ready, saw us on our way...
At Phuket the s*** hit the fan, as a complaint was filed, and Ed was ordered to stop by and explain himself to the commandant on his way back.
I said "Explain yourself with a couple of bottles of whisky" which he did, it worked, and there was a party the evening he arrived. They told him to stop by any time he was enroute past Prachuap.
Later Ed bought a Piper PA46 modified with a PT6 turbine engine, and flew it to Thailand from the USA. He flew this aeroplane to Bournemouth in England a few times too.
I have flown with him to do some recurrency flying in the JetProp. I'm not rated in turbine aeroplanes, but it is just an aeroplane! (I don't log these flights).
We also set up the angle of attack indicator together as he flew from the shorter strips at Nok and Phuket Airpark.

Like all of my students, Ed repeated back wording I had used from time to time during his training. "Why are we doing this?" was a favourite.
We had our arguments, "I'm supposed to be enjoying this", but later on he recognised how important the discipline he learned was.
Students are like an instructors' children. We assist them to learn and develop, and so when a student-good friend passes on as has Eduardo, a little bit of myself dies as well.

John invited me to ride along in the Auster to the Vintage Aero Club Fly-In at Compton Abbas.

It was a beautiful day with a full length line up of aeroplanes.

On the 27th I flew to White Waltham from Blackbushe in the Cardinal, and then drove to Slinfold to do another test flight in the Chilton DW1A. (No pictures).

The 29th was very windy and the next day was expected to be the same, and so I rode along to Compton Abbas in the Cardinal.

The final amount of flight testing time was flown in the Chilton.
As ever, for the airwork, I kept within gliding range of Parham, just in case the engine gave trouble.
I originally came on the scene when the Walter Mikron was being difficult to start... I can start or at least diagnose engine starting troubles. I am cautious with an engine that has given trouble.
This engine gives the occasional spit at 1,900 to 2,100 RPM, but it runs smooth at 2,200 RPM.
I read the LAA test flying notes, and it writes about the risks of testing from a farm strip, it would be preferable to test fly from Goodwood's wide open grass... Testing from Slinfold requires more risk assessment, with only the southwest departure being the lowest risk. So days pass with a northeast wind that precluded departing... With a favourable breeze I'd head towards the next farm strip at low level due to Gatwick's airspace and then climb to within gliding distance of Parham taking care to be outside of the circuit and being aware of the gliders.

The Chilton has a sharp wing drop at the stall and so others wheel them on for landing, this I did initially, but I didn't like it.
So I took to three pointing, and after a few landings the last one was very nice if I say so myself.

Confidence in the engine means expanding one's range.

The brakes work!
So Paul and I have had a couple of flights together in his Bulldog.

On Saturday I drove to Goodwood to attend the Vintage Piper Fly-In.
It was a great day out with a very good attendance. I'm beginning to feel that aviation is doing well here.

The two seat Spitfire brought the sound of the Merlin to our ears as it took people for rides.
Goodwood is an active airfield when the weather is good, whilst on the other side of the fence and on the racetrack, there was a flood of classic cars on show.

L4s and a Vagabond.

Tempted by the electric SF260 model with a registration I have flown.

On Sunday I attended the model show at Popham where the airfield is given over to model flying from early morning until late afternoon.
Resident aeroplanes could depart early and return late.

I have also flown the full size Condor G AVXW.
Maybe I should have bought this Condor?