ScottishMike

March 2

I usually fly solo, storylines buzzing and changing in my head as circumstances dictate (weather, airports, scenery, etc), following a pre-determined route forced a discipline in writing the stories down and returning the storyline to the race as it had a pre determined finish time. So it was a plus if sometimes frustrating having to abandon encounters with characters that could be developed further.

It was challenging (another plus) interacting with others and having to weave them into the storyline without having control over them (almost like dealing with real life ;-))

Having the one FBO thread helped, we all met in the same place and could see what we were up to.

TPD's commentary helped one not feel we were pitching our posts into a forum just for it to be ignored and forgotten. Everyone commenting on each other's posts helped develop a sense of community and involvement.

Towards the last few legs of the southern timed route I felt a little pressured to just get the race finished, curtailing any story line. So for me possibly it was a bit too long, but others might be thinking: “Thank goodness he stopped his stupid storylines.”.

As others have said; two or three events a year sounds about right, with flexibility on the number or location of stops a good idea.

Thanks to all those who worked on the format, spreadsheets, timing etc. You know who you are.

I feel I have met friends and as the song goes: “We shall meet again, don't know where, don't know when, but we'll meet again.” seems apt.

February 29

Full load departure from Brisbane Intl. Off we go, at max weight we used about one third of the 11,800' runway therefore the minimum rwy requirement (at this weight) is around 4500':

In a comfortable cruise: heading 330, alt. 8000', IAS 182 kts, GS 200 kts.

The weather has changed cloud developing but also a 27kts tail wind is assisting our progress:

Rockhampton ahead and descending to 3000':

On downwind. Airport to our left:

Turning onto base then final:

And safely down:

We intercept Bosss on his way to the plane, and we all march off to the toilet. We had realised the flaw in our logic; eating the 120 lbs of food did not make the weight leave the craft. Leaving some in Rockhampton might though.

Suzanne did some quick calculations and the best we can manage with the four of us, food and fuel required will make us 392 lbs overweight. Do we want to chance it? We all agree YES. The turbines are smooth and powerful and we have a long runway. I hope this dosen't turn into the Rocky Horror Show.

On the taxi out we meet one of FS9 ATC stale mates: a Cessna208 and Cessna Skylane facing each other off.

We could be here forever so we take to the grass for the runway.

Lining up and taking off, the two Cessnas below are still in a stand off.

Take off is a bit sluggish and taking almost all the runway but we are up:

Nicely uneventful cruise to Cairns:

Cloud building as we approach Townsville. Now cruising at 8500', IAS 178 kts, but GS 230 kts as we still have a 24 kts tail wind.

By the time we pass Townsville the cloud has grown more menacing and producing a lot of turbulence:

Only 50 miles to go, the cloud is still an issue but the turbulence has gone. We are not sure which rwy we will be cleared for so lining up for 330

Cleared rwy 150 left pattern so getting onto a downwind leg:

On proper downwind now and rain has come for the party too:

Turning onto final and safely down:

The rest you already know. We have taxied to the hanger with our food:

February 29

On our way to the GA base to pick up MAD1 and all his Australian food delicacies. Plenty of room on board! Then off north to Rockhampton to pick up the Bosss, and head up to Cairns.

The only problems is how much food will be left for the party by the time we arrive.

Someone will have to be “mum” and rap the knuckles of anyone touching the food before Cairns.

We have parked as close as possible to the GA “lounge” so the food can be loaded easily:

Loading of Mad1 and our party food in progress:

The load sheet looked something like this: Crew – Suzanne – 110 lbs

Mad 1 - 110 lbs

Me 110 lbs

Fuel 2,272 lbs

Mad 1 has done us proud Cargo: Party food 2,370 lbs

Total take off weight 13,937 lbs

Max allowed take off weight 14,000 lbs

Now for a tricky max weight take off for Rockhampton. And I hear you asking: How are you going to fit Bosss in? He has given me his weight at 120 lbs so between the three of us we need to eat 120 lbs of food between here and Rockhampton!

We have arrived. Full write up later. RW pressing.

February 28

Well, still heavier than air but just as luxurious. We took VP2's advice because we will be landing mostly at sea but it was difficult to resist anyway. We travelled to Brisbane to view it and fell in love.

There she sat: understated luxury and elegance:

Inside was fitted out for passangers but the leasing company said it was no problem stripping out the seats and fitting a two cabin luxury interior:

We powered up to test the avionics and all systems:

She is fitted with all modern avionics:

Test flight, waiting for take off clearance:

Lining up for take off:

Easy take off and climb:

Gear and flaps up:

Lining up for a sea landing:

Our first sea landing in the Pearl:

Getting ready for sea take off:

Full power for take off:

And returning to Brisbane Intl:

Back in Brisbane and we are sold. This is the craft for fun.

February 26

Firstly I would like to register thanks to all that helped define, organize and comment upon the race, and I nominate PhrogPhlyer for The SPIRIT OF THE RACE award. He has read and responded helpfully to almost every post; a major task in it's self. Not to mention flying his helicopter hither and tither (but mostly on the race route). :-))

Suzanne and I have decided to hire an amphibian and head back south for detailed exploration of the many superb locations just glimpsed on the way north.

But what craft to choose?

Go large? How could I not consider this Australian conversion of a Catalina:

What about this DHC 3 Turbo from Scotland:

The Grumman Albatros is just too big for two tourists:

But this Grumman Mallard turbo prop is like a luxury yacht with wings:

And this Super Widgeon is about the right size:

Or go utilitarian and robust the DHC otter is a bit big, but the DHC 2 fits the bill:

The Husky is too small and tandem seating not so friendly:

The Kodiak, Cessna 206 and Maule might fit the bill:

But small, fast and nimble might be best, how to choose between these three?

Nardi Riviera, Superbee 900 and Lake Renegade 270:

Decisions, decisions.

February 25

SATURDAY 24^th. February 2024

Last day! Last two legs. Doing all pre flight procedures. Mackay is a nice well equipped airport, friendly to general aviation as well as commercial. The hotels and food were good.

We have been waiting behind this Baron for a good 5 minutes then it does it's AI trick of just disappearing, maybe it has something to do with the laser pulverizers I had fitted

Finally up and away. The weather is not too bad, some cloud and haze and 7 kts. wind.

Over the town of Mackay and it's harbour. It looks like a nice place to live. The weather has turned a bit murkier.

Hamilton island, part of the Cumberland islands. A part of the coast I may come back to visit in detail, an amphibian would be just the ticket.

The coast line is spectacular in the Conway National Park:

Expecting to be cleared for rwy 010 in Townsville so heading west to get lined up:

If this cloud persists landing may be a bit more challenging than I was expecting. (YBTL) Townsville does have an ILS on rwy 010 and a VOR so that will help.

Clouds and hills, not happy bedfellows on an approach but I will use the ILS for the first time on the Aerostar:

Despite our worries visibility on final was good and the ILS made it easy, despite the 737 ahead of us:

Townsville is another spectacular location between hills, river and sea:

And we are smoothly down:

Parked up and ready to go to lunch:

Powering up for the final leg to Cairns:

Holding rwy 010 behind 737:

737 is cleared for take off:

Our turn and goodbye Townsville:

Palm Island, another area worth a return visit.

Suzanne and I decide to see if any of the Great Barrier Reef is visible from the air, so after overflying the island we head out to where the Reef should be. We even descend to 1000' to see whatever might be visible. Unfortunately only sea:

Returning to the coast. After our detour to not see the reef we are not too far from Cairns:

The coast south of Cairns is very picturesque:

Cairns airport just visible off to the left. We are expecting rwy 150 and are soon cleared rwy 150 left traffic.

Down wind (YBCS) Cairns and not rushing things; doing an easy and large circuit:

Turning onto base leg:

Then final:

Gently down in Cairns:

And the end of a great adventure. Must remember to thank everyone that has made it possible.

I wonder what sea/amphibian plane we could hire and go back and explore some of that great coastline we scooted past?

February 23

“Ok, you fly the first leg and we'll swap each time we stop.” Suzanne agreed and took first turn on the (YBCG) Coolangata leg to Brisbane (YBBN)

Coolangata is a busy place, queuing for rwy 140 behind a Dash8:

Strong crosswind blowing us sideways the minute we left the ground:

Down town Coolangata reminds me of a mini Miami:

I am not sure the white areas are supposed to be there. Coral sand or malfunction?

Not far from Brisbane and the GPS and map are not showing the land we are flying over. I am getting nervous. I don't like malfunctions, other systems seem to be OK.

We are cleared for 010R (YBBN) Brisbane Intl. Nice view of the city as Suzanne takes her onto final:

Not the best final:

We are down smoothly:

After more than 10 minutes taxing, we passed two terminals and a cargo loading area, we arrive at our directed parking spot. It's in the middle of nowhere. The plan was to have lunch here but there are no facilities. It has confirmed my impression that big airports don't really care or cater for general aviation.

So we decide to leave and have lunch in Rockhampton. We swap seats and are directed to take off on rwy 010L this involves another fifteen minute taxi.

Finally bye bye Brisbane:

Busy airspace as we head north again:

Purring north low and fast, all good and just some tropical haze:

Approaching Rockhampton and white sand appears again. Is this a system malfunction? Or are the patches meant to be white? Maybe missing a texture?

I have been following a Cessna 208 for quite a few miles. He is cleared into Rockhampton and 1.8 nm. in front of me. We are cleared as well and told we are No 2.

Maybe a little close to his rear end and the inevitable request to go around comes from ATC.

“Did you hear the tower say something?” I ask Suzanne.

“No must have been static crackle.” She smiles at me.

“We have good brakes, let's land behind him.”

A tad close, but as I said our brakes are good

The C208 does that annoying AI trick of simply disappearing. Still it makes it easier for us to taxi into our parking spot. Power down and go for a well earned lunch.

Lunch over and Suzanne is back in command as we power up:

Leaving Rockhampton and turning onto a north heading for Mackay:

Suddenly the screen goes black and FS does a Crash To Desktop. Why? I have no idea, I suspect a memory issue. Anyway I have a program that saves FS every few minutes so getting back to where I was is not a problem.

Zipping north at 230 kts. Cloud has come to join the haze:

Mackay off to the left as we push forward:

Just behind us we pass what looks like a large man made harbour for loading bulk coal:

Mackay through the window as we enter our downwind leg:

Turning onto base:

Onto final:

Down in Mackay:

In our parking spot. Close down and time for dinner, drink and fun.

February 21

JSMR, you probably noticed I use the following freeware panel that I think came with the Mike Stone model. The MS model is actually quite good. The attached panel works well with the FSD model.

Panel.zip

February 21

JSMR, I don't remember having any problems installing. I know you have purchased it so PM me and I may be able to help.

ScottishMike

February 21

Wednesday 21^st. Feb.

We decided to press on today, after enjoying the local beaches and food.

Leaving at 10:00, planning to have lunch at Ballina then on to Coolangata and the Gold Coast.

The vegetation has turned much richer, a reminder we are heading north into tropical climes.

Cleared for take off:

Back tracking up to rwy 03, turning and on our way:

Up to 3000' and the weather is changing, we are cruising at 232 kts, the 128 degree wind at 10 kts is helping. But landing at Ballina will not be easy if the visibility is bad, it has no nav aids.

Dropping to 2000' hoping visibility will be better. Planning for Rwy 06 at Ballina.

Weather still low cloud but wind now 209 at 7kts. Switching course for rwy 240.

Ballina is ahead on the GPS but still not visible.

Rwy 240 lights finally visible in the murky conditions, descending to 1000' and reducing speed.

On final and the visibility is not too bad. The surface wind has veered to 238 at 4 kts so rwy 240 was a good choice.

Safely down:

What a delightful small airport! Could happily stay longer than just lunch.

Power up checklists and make a mental note to return.

Up and away again.

Turning onto a north heading

Only 30+ nm. to Coolangata and the Gold Coast. We are cleared right traffic rwy 140 a pattern that has us dodging between hills. I climbed back up to 3000' pronto (the power of the aerostar is helpful in getting us out of trouble), then amongst the hills AMD flashed up a warning about the graphics driver not being compatible with something or other. I thought FS9 had closed down, but it had just been minimised to the bottom bar. I managed to recover and get back on an even keel.

Turning onto a ragged base leg. Remind me to swear at someone in Microsoft, I thought I had turned off auto updates, yet Win10 still decided to download and install the latest AMD driver (which I had already tested and rolled back to the previous version because the latest was giving some unwanted effects).

Coolangata is much bigger than I expected:

After a messy circuit the final is not too bad:

It would have been nice if ATC had mentioned I was no2 to final. They obviously wanted to keep the Piper Cub 1.4 nm. ahead of me a secret. So I am no2 to the slowest aircraft in FS9 and I am one of the fastest:

I guess the sensible thing to do would have been to declare a go around, but for reasons best known to the Cub he decided to do a very high approach. I had reduced my approach speed to the slowest I considered safe; just under 100 kts. But am still slipping below but overtaking the Cub. At this point doing a go-around could be dangerous as I would be climbing as the Piper was descending, so carried on with the approach:

I landed and ATC had an issy fit. Asking me to clear the runway and closing down ATC communication. Not that they had been any help anyway. As is the way with FS9 ATC, the ground controller was still friendly and directed me to my parking space. WELCOME to Coolangata!

February 20

JSMR, The link just takes me to Retro United Airlines.

Yes it is the FSD Aerostar.

February 19

Just letting my mind wander, go where it might. Suzanne at the controls, Sydney slipping away as we head up the coast for Coffs Harbour. Relaxed in the cockpit is such a nice feeling.

An interesting and beautiful coast. The weather gentle. Mellow would be a good word to describe the mood.

We decided to cruise at 4000' for a good view of the ground. This eastern leg is for pleasure as much as anything else.

A few miles south of Newcastle:

Approaching Newcastle and the landscape is dotted with industrial landmarks: Power station chimneys and cooling towers. The geography still spectacular with inlets, bays and islands. The weather is turning to rain and we decide to descend to 3000' to dodge the dark rain clouds. We could go above but the scenery is too good to miss.

Cleared to overfly Newcastle airport:

Sliding northwards under darkening clouds. Suzanne and I had talked about jumping west to watch the Bathurst 12hr but decided heading north would be more relaxing. I mentioned my meeting with “Old Binda” and we wondered what he would have made of the race. His timescales born out of a culture that had lasted thousands of years. More appropriate would be the Bathurst 1000 years race. I tried to imagine race teams training their children and grand children to keep the cars running from generation to generation. As individuals they would not see the results of the race, and that not mattering as much as passing the knowledge on.

Taree ahead:

The rain clouds gone, clear now if a bit hazy. The cruise never dropped below 210 Kts depending on the wind. Approaching Port Macquaire and it's airport:

Not many miles from Coffs Harbour and a fabulous looking beach passing by. I wondered if Suzanne had packed a swimsuit, the beach looked perfect for a visit.

Getting the Aerostar lined up for rwy 030, because of the speed anticipation is required, more like landing a business jet than a prop:

The runway coming into view bottom left. Reducing throttle to almost zero, when speed as bled off to 150 kts the flaps are deployed and power increased to around 110 to 120 kts.

Gradually further flaps and landing gear lowered till on short final and another nice beach appears parallel to the rwy:

Touch down:

An odd shaped airport, the general aviation area is miles from the main terminal connected by a long narrow taxiway. We are held by ATC for ages as a Mooney is taxing to the rwy.

Who bought me that shirt? And why am I wearing it?

Eventually the Mooney clears us and we taxi to our allotted parking area:

February 17

JGF is that plane the US equivalent of the Beriev 200?

February 17

As good as his promise, the Aerostar was ready and waiting:

One of the easiest ways to make a sleek aircraft look even better is putting an elegant and competent woman at the controls:

They complemented each other. We got the familiarisation flight underway. We are cleared to Rwy 290C. The Aerostar is good mannered on the ground but like many powerful aircraft once moving one needs to throttle back to keep at a sensible taxi speed. An occasional touch of brakes is OK but not sitting on them, unless you want to cook the discs and pads.

Holding for take off clearance and wondering if we get a discount voucher from Bunnings. The PA 60 has four flap stages. We were recommended to use first stage flaps for take off. It lifts at 90 Kts with this setting:

Cleared to go. She takes a bit longer than expected to get to 90 kts and take off. This is not a STOL aircraft. Finally up and undercarriage retracting:

Once in the air the Aerostar 700 Superstar PA 60 (FSD) to give it it's full title is impressive. She can climb at 1200 ft/min at 175 kts GS all the way to our chosen 8000' cruise altitude.

At cruise altitude and testing out various speed settings:

APPROVED OPERATING SPEEDS:

VA - Maneuvering Speed 161 KIAS

VLO - Maximum Gear Operating Speed 154 KIAS

VLE - Maximum Landing Gear Extension Speed 154 KIAS

Turbulent Air Penetration Speed 160 KIAS

VNE - Never Exceed Speed 245 KIAS

VS - Stalling Speed (maximum weight) 83 KIAS

VSO - Stalling Speed in Landing Configuration 74 KIAS

VX - Two-engine Best Angle-of-Climb Speed 97 KIAS

VY - Two-engine Best Rate-of-Climb Speed 109 KIAS

VXSE - Single-engine Best Angle-of-Climb Speed 101 KIAS

VYSE - Single-engine Best Rate-of-Climb Speed 116 KIAS

Minimum Icing Conditions Speed 139 KIAS

VMCA - Minimum Control Speed 93 KIAS

Minimum Glide Range Speed 124 KIAS

FUEL LIMITATIONS

Fuel Capacity (U.S. gal.)

Wing Tank (each) -- 65.0

Fuselage Tank -- 85.0

Total (all tanks) -- 215.0

Power Settings for correct engine operation :

Maximum rated power : 350HP at 42" MAP & 2500 RPM

for take-off only.

Climb power : 37.5" MAP / 2400 RPM.

Normal climb : 37.5" / 2400 RPM at 145 Kts

or greater.

Cruise : Normal & recommended power plant

operation is at 2200 RPM.

Turning for home:

On descent prior to landing calibrate altimeter and calibrate for giro drift. I did lean in the climb and rich on descent but apart from small fuel improvements it didn't seem to make too much difference to the performance.

I had to virtually close the throttle to slow to 150 kts then deploy first stage flaps, then re-apply throttle in preparation for landing. This aircraft is not a glider, getting behind the power curve can be dangerous, she does not like to fly at less than 100 kts. Only go there when already just a few feet above the runway. Late turn onto final:

Straightened out and keeping above 100 kts.:

Reasonable landing and back at the hanger:

February 16

The Golden Monkey at the secret volcano island.

Somewhere off the Solomon islands.

Find it if you can...

February 16

The darkness was Sydney noisy. Stars and constellations above, traffic and lights below. Both reflected in the bay.

“Enjoy your jaunt back to the seventies?”

She had a way of being sincere and mocking at the same time.

I ignored the mocking: “Yes, in lots of different ways.” latching onto the sincere.

I wondered how often people asked questions not wanting replies.

Not in this case: “Solo piloting can be lonely.” she added, looking at me for a reply to what was not a question, but was.

“Not wanting to be alone got me into a whole heap of trouble.”

“How so?”

I explained the whole messy saga and almost getting charged with murder.

“So where is this Giorgio now?”

“I don't know, the police haven't updated me, I guess I'm not considered a victim. Dead in the outback, hiding on an Indonesian island, watching us from behind that bush. Who knows? The police probably don't know. The prof's death was considered accidental, so if the police recovered the 4x4 all the Wombat could be charged with is dumping a hire car; not a major crime.”

We watched as a ferry wake disturbed the dark waters of the bay.

“So you're in Sydney with Bristobell, nice coincidence.”

Bristobell; a major helicopter operator for oil companies operating in the North Sea, ferrying supplies and personnel from my home town of Aberdeen to the rigs.

“Yep, for my sins, with our CFO and Sales Director, looking at companies we can partner with or maybe purchase. Australia is a major opportunity for us. What about you?”

“The timed re-creation is finished, but there is a free flight up to Cairns, I've hired an Aerostar to celebrate getting my twin rating and just have some fun flying up the coast.”

“Solo flying again?” Suzanne's question sounded casual almost off-hand.

“Rather alone than with murderous companions.”

We strolled along the bay.

“When do you pick up the Aerostar?”

“Tomorrow at Bankstown. I have a familiarisation flight with the company's Aerostar pilot. If I don't wreck the plane it is mine till the end of the month. Have you ever flown the PA60?” I asked her.

Suzanne is a much more experienced pilot than me with maintenance qualifications as well. We flew the 66 together and she was my team engineer on the Bendix recreation.

“No, never” she replied.

“If you're not busy why don't you tag along.”
“What, like a spare piece of baggage?”

“No. You know I didn't mean it like that. It would be great to have your company and expertise.”

“In that case I accept. I thought you'd never ask. I can't stay long tonight; I do have reports to finish this evening. But I'll see you tomorrow. Where? And when?”

“Two hangers down from the Flying Doctors. They've promised pilot and plane will be ready for 9am tomorrow morning.”

“See you tomorrow.”

She hailed a taxi and was gone.

Tomorrow was going to be even more fun than I had imagined.

February 13

TUESDAY 13^th Feb.

Last two legs today. The difference in accuracy is remarkable, before Sunday's three legs I was not using GPS and had no easy way of knowing my ground speed. The way I was taught as student pilot (and that was before GPS or “the web”existed) was to spot two landmarks on the map that I could identify from the air, measure the distance between them then time how long it took to fly between them. Once done you had distance and time so could work out your GS. The problem in FS is knowing which landmarks on a map will appear in the sim.

Anyway, time for the last two legs. That bitter sweet ending feeling is creeping up on me, but I am looking forward to getting at the controls of the Aerostar 700/PA 60 and free flying up the coast:

YPKS to YBTH Heading 89 73 nm. @ 130 kts. = 34 mins. + 2 for take off = 36 mins.

YBTH to YSBK Heading 102 74 nm. @ 130 kts. = 34 mins. + 2 for touch and go = 36 mins.

All preps done. Fuel; added 200 Lbs to take it to 50% . Weather report:

Powered up and ready to go:

Wind is 316 @ 5kts so using rwy 290. Take off time 10:06

It should be a much more interesting landscape, I am heading for the Blue mountains and Nat. Park. KIAS is 102 GS 122 kts Wind 316@ 13 kts ETA at YBTH is 10:42

This looks like countryside I could live in happily. Orange below to the right:

Messy approach to Bathurst, sort of downwind leg:

Base leg:

Overshot base and subsequent squint final:

Straightened things out a bit:

Touch and go (Time 10:44 Variance +2) and I must have crossed a time zone:

Heading for Sydney and the Blue mountains:

Golf course on a ridge and I just realized I have been gawping at the scenery my GS has crept up to 160 kts. This Mooney does not like taking it slow.

Sydney basin ahead, not far to go now.

I think that is Bankstown on my left, but it's not easy to tell:

Definitely Bankstown ahead and this is not the best approach:

A curving final. What is it they say? “A bad approach makes for a bad landing” or is it the other way around?

Almost there:

Not the best landing. (Time 12:21 Variance +1 and I must have crossed another time zone).

The end of the adventure and the tower directed me to this crowded parking area. Everything off and open the door for fresh air.

It felt a bit like the emotions at the end of an exam; relief it's over, wondering how well or badly one has done and where to go from here. I was collecting thoughts and notes together going over the last few days.

“Hello stranger, long time no see.”

It made me jump but I recognised the voice immediately. Swirling auburn hair dancing around her smile.

“You startled me! What on earth are you doing here?”

“It's a long story, to be told over a good meal. Just now if anyone asks: I'm your chief engineer. That's my excuse for getting airside OK?”

“Yeah sure.” I really didn't know what to say. So much to catch up on. Where does one start?

“Here, let me help you with your stuff. You always were an untidy so and so.”.

February 12

I am receiving the following warning when dowloading several aircraft from FS2004 latest files:

I use Firefox browser.

February 11

SUNDAY 11^th. Feb 2024

No distractions today. I have calculated times and am leaving early at 8:00 am. For the following three legs:

Mangalore (YMNG) to Tocumwal (YTOC) @ 130 kts 32 mins+2 mins take-off and landing = 34mins

Touch and go at Tocumwal (YTOC) then to Narrandera (YNAR) @ 130 kts 37 mins + 2 = 39 mins.

Touch and go at Narrandera (YNAR) then to Parkes (YPKS) @ 130 kts 1Hr. + 2 mins = 1 HR. 2 MINS.

Doing touch and gos should be more fun than overflying but not take up as much time as full stops.

So let's get the show on the road. Powering up at Mangalore:

These Australian airstrips are busier than one expects, queued behind a Cessna for the runway:

He's reached the end of the runway, waiting for him to turn and take off:

My turn next. On our way:

Turning onto 8 degree heading for Tocumwal:

Settled at 4000' 11 Kts headwind. KIAS and GS almost identical. Cruising at 130 Kts as decided in my flight plan.

Passing Shepparton, it looks like a sizeable town:

Descending to 3000':

Tocumwal (YTOC) ahead:

At 1000' the wind has shifted round by 180 degrees, now 180@ 5 Kts. I am lined up for Rwy 360 and a Cessna 172 is on base for Rwy 180. Who will get to the runway first? I hope this does not turn into a game of chicken who will blink first and do a go around?

Where did the Cessna go? The sensible thing to do would be to climb and do a circuit to come in on Rwy 180 however there is nothing less sensible than an FS pilot in a time trial:

But wait, there is another option; the grass rwy the Cessna was landing on rwy 180L (the tarmac one). If I use the grass 360L all will be well: Touch and

and go (Time 8:44 variance 0):

Turning onto heading 24 degrees for Narrandera (YNAR)

A short leg, only 39 minutes.

Downwind Rwy 140 Narrandera. Learnt my lesson and radioed ahead for weather:

It shows the big changes in wind direction at different altitudes. I chose the correct Rwy this time:

Touch (Time 9:24 variance +1 and I must have crossed a time zone):

and go:

Turning onto heading 034 for Parkes:

Longer leg this time 1hr and 2 mins. ETA 10:26.

18 nm. to go for Parks and the landscape has changed from the flat of previous legs:

The town of parks is ahead, but where is the airport?

There it is:

And safely down (Time 10:26, variance 0.) A good day's flying:

Parked in the shade of Eucalyptus trees. Time to find food, beer, music and whatever else may be available. Bye gals and guys.

February 10

Nice one PP. From the Southampton museum:

February 9

The say “Imitation is the sincerest form of flattery.” and Defaid's trip looked like a lot of fun. Yet this was pure coincidence .

I received a phone call on my Australian phone. It was my old pal from The University Of New South Wales, Andrew Morgan.

“Am I interested! You can bet your bottom dollar.”
“You've managed to wangle me a place...Fantastic”.

“I have to be back in Melbourne today?!”
“I have enough fuel in the Mooney. I'll leave straight away. Don't let them leave without me.”

“I'll be there in an hour tops.”

I was in the air within five minutes cruising at 180 Kts.

How on earth had they kept such a venture secret? I radioed ahead for a taxi to be waiting at Moorabbin.

Parked and locked the Mooney and sprinted to the taxi.
He knew where the jetty was. “What's the hurry? Nothing much there Mate.”

How wrong was he.

There she was. Not powered up yet. I was in time to get onboard.

A dinghy ferried me on board.

The crew were busy testing the systems.

“How did you guys manage to keep this secret? It's one hell of a size of a secret.”

All OK! Testing flaps:

“It's a joint venture between the university Aerospace dept, the Melbourne tourist board and a private company. Tourist flights.” Andrew explained.

“Powering up.” came the call from the test engineers

“All OK, everyone strapped in. We're ready to go.” One click flaps some up trim.

“Where are we going?” not that I really cared. What a fabulous old machine.

“It's a test flight, up and around Mt Kosciuszko then down to Merimbula. The tourist people are doing research to see what itinerary will attract most paying tourist.”

We turned to do a tourist pass over Melbourne and head 60 degrees for the hills.

Heading for the hills the first hills:

Approaching the New South Wales border. This Short Solent 4 is no slouch, it can cruise happily at 8000' at 250-270 Kts. The handling is good too, although it does require anticipation as everything happens slowly, especially after getting used to the Mooney:

Climbing to 8100' to be sure we just pass above Mt. Kosciuszko (or as my ancient map spells it Koscius):

Approaching the mountain:

Now dead ahead:

Shaving the top, hope the tourists will be thrilled.

Turning for the Tasman Sea coast:

And leaving the roof of Australia behind:

On to 100 degree heading for Merimbula:

can descend a bit now:

at 6000' and the vegetation is much greener this side of the Great Dividing range:

Tasman Sea ahead:

Looking for the best splash down. In best FS9 tradition I've done no research on the harbour. Wind is 280 ish so will head to sea turn and head in on 280ish heading and landing:

Conditions are not ideal, it's the first rain I've encountered in almost a month.:

Squall has passed. Over the airport and splash down in the bay then taxi back to the airport:

Splash down!

This is as close to land as I dare go. I don't want to beach her or worse tear her bottom out on rocks, she might get crabs.

February 8

And if you find yourself in Southampton (England) the following is well worth a visit:

https://www.solentsky.org/exhibitions

The interior of the Shorts was quite a revelation, various seperate compartments rather like a victorian luxury train:

February 7

JSMR - Yes it is VOZ 1.8 with SW area active.

February 7

“It never rains in Southern California, but girl don't they warn ya, Lord it pours... man it pours..”

https://www.youtube.com/watch?v=Gmq4WIjQxp0

RW interruptions sorted out, we had two storms in close succession here in Scotland, winds up to 99 mph blew down two fences. Temporary fixes in place so horses and dogs won't disappear.

On my own for this leg, Moorabbin (YMMB) to Mangalore (YMNG) and no sign of rain (Sorry Californians...)

I should have learnt from the Route 66; the cockpit is no place for discussions specially if you are the only pilot onboard. Yet, strangely, it is a good place to process ideas and emotions that sit in the background of the mind while you concentrate on the requirements of safe flying.

I have decided to land at all stops to Bankstown, or at least do touch and go's. I will be on my own unless I can find another pilot to accompany me. Definitely no more yattering passengers. My full attention will be on the weather and flying. I want to know how bad I really am at flight planning!

So let's start the fun:

65 nm. heading 355, average speed 120 Kts, expected time 32 mins. Altitude 3000'

Weather report:

This is a busy place, start up checklist completed and I was just about to start up when a Mooney Bravo taxied out in front of me:

Taxied out to the runway and was cleared for take off on Rwy 170R:

While trying to take photos (that's my excuse and I'm sticking to it.) I made a mess of take off (10:05), I got into a steep climb and found myself at 78 knots:

I pushed the stick forward to gain speed so the 180 degree turn from 170 to 355 was a further mess:

Descending back to my planned 3000' the speed increased to 178 Kts, average was supposed to be 120 Kts. But I did finally get things stabilised heading north over Melbourne as clouds developed:

I finally relaxed a bit as the last of the Melbourne suburbs slipped behind me. I wondered where Willi Wombat (Giorgio Bianchi) was. Had he found anything in the excavation? Why had he disappeared?