ScottishMike
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We sat on the beach watching Santa Monica pier bathed in orange as the sun dropped behind the hills. “Still planing to leave tomorrow?” I asked casually. “Actually I spoke to my boss last night and he has agreed an extra week of leave. It's coming out of my summer hols. ” Suzanne had been showing me photos on her phone; aircraft she had researched when choosing the plane for this challenge. “It's interesting to see what others have chosen. One of the reasons for staying on is to see them all come in and talk to them about their choices.” She added. “Particularly the crew of a certain Cherokee? Sun's going down now, they might appear. They finished days ago.” “This is the aircraft I almost chose” She changed the subject : “JGF had made an excellent choice.” I was puzzled: “Why the Airdale then?” The Bonanza, although a couple of years younger than JGF's still had the older panel.”: I did consider a more modern Bonanza, plenty available, but decided they were too modern for the spirit of the challenge: “Quite a few twins would have been suitable and fun. Then I remembered you don't have a twin rating. JMSR chose one of your favourites, the Beech 180, this was available for hire, but in Scotland: Taoftedal's choice also a good one. This would have bettered it, but for your rating, it was available and at a pretty good price too: Failing that, one of these would have done the job, the Comanche 400, except they are rearer than hen's teeth: Only one available for hire and it was in Florida and they wanted stupid money: Other twins that would have been fun: An Apache twin. This one was very original so avionics pretty basic: One I would have loved, bach to Beech, the twin Bonanza”: She scrolled past a photo quickly “What was that you just flicked past?” I asked “Unsuitable.” the terse reply. “Let's have a look.” I asked. “If you must.” She scrolled back: “No way would I be seen flying with that art work. Objectifying women sexually. And anyway both Twin Bonanzas were in France.” It looked good to me. But I didn't say so out loud. “Guess I'm going to have to get my twin rating for our next adventure.” We wandered back to our hotel amongst the busy Santa Monica beech lovers
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Climbing out of the Colorado river valley, clear of Needles and once again heading west. Time 10:01 Pacific (GMT 18:01). We had decide 4500' cruise would be safe till we reached the San Gabriel Mountains. Droning over the Mojave I was surprised to find snow as we approached the southern tip of the McCullough Mountains. We also increased altitude to 5,500', in theory 4,500' would clear it but it felt safer having an extra 1,000' margin. Suzanne broke the silence: “How is Valerie?” “Fine last time I spoke to her.” Suzanne had met Valerie at an event in Aberdeen. We were still together then. Suzanne also knew we had since split up but not divorced. Was this the Elephant in the cockpit? I couldn't help glancing at the back seats. I tried not to laugh but the image of an elephant curled up behind us was funny. “What's so funny?” She asked, sounding hurt. I realized I had been insensitive, laughing at the priest during confession. I tried to explain about the image of an Elephant in the cockpit. She chose to ignore the humour. The Lycoming droned on and the snow covered San Gabriels came to the rescue: Then the weather threw us a curved ball. Visibility dropped to 3Km just as we prepared to cross the last mountain challenge: We were at 5,500' but suddenly out of the mist, fog, cloud or whatever it was, a mountain ridge appeared. We had already deviated from the flight plan to avoid Mount San Antonio and it's rocky fingers. Obviously by not enough. Full power required and the engine obliged, up to 6,500' : As we picked our way west through the mountains visibility improved: Finally we cleared the last ridge, L.A. basin in the distance: From natural hazards to heavy air traffic and the notorious Los Angeles air traffic control. Despite the previous hazards we are a few minutes ahead of plan so are hoping any odd routing can't make us too late. Down town traffic and the Pacific in the distant haze: ATC allowing us to proceed as planned so far: Then a routing for Santa Monica: Right Traffic Rwy 3. John McEnroe's famous phrase comes to mind: “You cannot be serious!” This will take us within yards of the stream of heavy traffic coming into LAX on Rwys 060L and 060R. A bit like threading the Airdale through the eye of an ATC needle. I thought I could hear the controller chuckling before he signed off. Precision flying required. LAX and it's stream of heavies to the left, SMO on the right: A proper circuit is just not possible without entering LAX approach so I turn onto heading 250. This is going to make a decent base leg impossible. What is the rest of the saying? “A good approach....” It ends up a curved approach and I am too low: Luckily the Airdale is very forgiving, a touch of full power during the curve and I am not too badly aligned for final: We are down! Safely. Time 12:06 LEG 10 (KEED) Needles ---> (KSMO) Santa Monica Planned time 2hrs. 8min. Actual time 2hrs. 5min. VARIATION: 3min Checking all is OK and unloading all our junk, for the last time:
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Fresh mountain air, scented with pine resin. We walked the short distance from the motel to the airport, bags in hand. “Another good day for flying.” Suzanne remarked. “We should make Needles before lunch.” I replied. The aerodrome holding an aviators' perfume; gasoline, oil and exhaust. Not overwhelming but defining in a comforting way. “Your turn to prepare the flight plan. I'll check the Airdale.” “OK” I agreed. Weather was good: at 8,432' 190 degrees @ 12 knots, visibility 25 Km. Here in Flagstaff. Needles at 8,380' 174 degrees @ 28 Kts. Visibility 58 Km. I averaged it at 180 degrees @ 20 Kts for the E6B calculation So 1hr 33min from the above plus 5 min. for takeoff and climb to 8500' Total time 1hr. 38min. Suzanne had fuelled up to 70%, our usual prudent amount. Not much penalty in carrying the extra fuel but a great sense of security knowing distant diversions were possible. I was PIC, take off smooth as usual, with one notch of flaps and slight up trim, she lifted off at this altitude around 70 kts. without any pilot input (time 10:02 Mountain time (17:02 GMT)): Climb sedate at this altitude (300 ft./ min.) but only some 2000' to climb to cruise at 8500'. We followed route 66 west: “What are your plans after Santa Monica?” The realization that the next leg would be the last came to me watching traffic heading west on the tiny strip of tarmac below the left wing; all going somewhere, all having reasons to travel. “Back to Aberdeen I guess. Bristows' have been generous with leave but they expect me back at some point.” Distance in her voice. We both had commitments hiding somewhere beyond this rally. “It has been a fun interlude.” “Yes” she looked at me with an odd expression, was it ambiguous emotion? The Lycoming droned on in noisy silence for what seamed ages. Suzanne seamed lost in the map. Then suddenly piping up: “Hualapai Mountains ahead. Over the top then down into Needles.”. “How about we visit the Grand Canyon? We have the rest of the day. We could land, record the time, then off again to North Las Vegas. I have a friend who used to pilot for the Scenic flights that leave there.” I asked enthusiastically. “OK, let's do that. Time out, no flying responsibilities.” A fun note back in her voice. Needles over the lake. Right turn for Rwy 290 Rwy 290 ahead Leg 9 KFLG--->KEED Touch down Needles: 10:39 Pacific Time (18:39 GMT) Elapsed time 1hr. 37min. Variation 1 min. An hour and a half later we landed and parked up in North Las Vegas. “Stop taking pictures!” I said smiling, actually enjoying her attention; we were about to board the Scenic De Havilland Canada for our flight over the Canyon to Grand Canyon West and a couple of hours to wander round before the flight back. It felt good to be just tourists, no flight plans or weather worries. We had both forgotten how much responsibility flying entailed, even when you enjoyed it. “Wow look at that! The colours, the drop. The majesty of it all.” We sounded like kids on a school outing. “Shame we couldn't take the Airdale over it.” She dreamed out loud. “Strictly forbidden airspace. The Scenic flights have special permissions.” We landed and left the plane, following signposts for the canyon, surprisingly not visible on foot till you are almost on top of it. She got a stranger to take a picture of us on the edge: “It's a strangely belittling experience. The scale of it, and the vastness of time taken to create it. Humanity will be dust and it will still be here.” “I thought you looked serious” she showed me the picture she had taken: “Anyway time to get back. If we are all going to hell in a hand cart we might as well enjoy the journey.” She added smiling. “Your flying isn't quite as bad as going to hell.” I joked. I got a poke in the ribs for my humour.
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Sorry for any confusion, first three legs on scoreboard are correct. Results from leg 4 to leg 8 below: Page 17: Leg 4: Claremore (KGCM) to Cordell (F36) Plan: 2hr. 30min. Actual: 2hr. 30min. Variation : 0 Leg 5: Cordell (F36) to Tradewind (KTDW) Plan: 2hr. 13min. Actual 2hr. 15min. Variation: 2min. Page 18: Leg 6: Tradewind (KTDW) to Moriarty (0E0) Plan: 1hr. 56 min. Actual 2hr. 10 min. Variation: 14 min. Page 20: Leg 7: 0E0 Moriarty-->KGUP Gallup Plan 1hr. 35min. Actual 1hr. 33min. Variation: 2min. Leg 8: KGUP Gallup-->KFLG Flagstaff Plan 1hr. 28min. Actual 1hr. 26min. Variation: 2min.
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Sunday (12th.) and we both felt rested after our few days off. “The weather forecast is good.” I waved the reports at Suzanne. “Shall we go for the next leg? You feel up to it?” She asked. “Rockys in November, might not get another break in the weather for days. Let's go for it.” I replied. “OK, I'll prepare two flight plans, might as well go all the way to Flagstaff if conditions stay good.” Enthusiasm in her voice. “I'll prep the plane.” I added. Lift off! And on our way to Albuquerque. However conditions not as good as the weather reports suggested: Approaching Albuquerque and conditions have improved: Skirting the sacred mountain, following roads and railway to overhead Grants: Beautifully uneventful flight. We both decided to overfly Gallup (KGUP) and continue on for Flagstaff. Overhead Gallup, time 11:35 (17:35 GMT): Crisp, cold and clear, following Route 66 over the high plateau. Great flying conditions: Approaching Flagstaff: Cleared for straight in Flagstaff Rwy210: Almost there: Touch down: Results: Leg 7 0E0 Moriarty-->KGUP Gallup Plan 1hr 35min Actual 1hr 33min VAR: 2min Leg 8 KGUP Gallup-->KFLG Flagstaff Plan 1hr 28min Actual 1hr 26min VAR: 2min
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Up to date situation for me: LEG 4 KGCM-->F36 variation: 0 LEG 5 F36-->KTDW variation: 2 LEG 6 KTDW-->0E0 variation: 14 Hope the above helps. Scottish Mike
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Outside was still cold, snow and frozen slush coating the small town. I cupped hands on my mug of hot chocolate warming fingers. “Well not a pleasant lesson, but a useful reminder for pilots: never take the weather for granted. What did we do wrong?” Suzanne asked. She had brought notes with her. “This was the weather report we had for Moriarty before we left Tradewind.” She added: We both examined it: “confusing as hell” I noted: “Overcast 3,300 ft. how do you interpret that? Moriarty is at 6199 ft. Was it overcast underground? How far up did the overcast extend? Yet visibility is given at 16 Km. And it gives wind speed for 2,827 ft. and 5,078 ft. Again is this underground?” “We need a lesson or two on how to interpret standard weather reports.” She made a note. “What about the speed and altitude loss as we approached the mountains?” I asked. “Actually that was pilot error. My mistake.” She added. “How so?” I asked puzzled. “While you were busy acting as lookout for approaching mountains, I wanted to find the altitude we needed to clear that southern outcrop of the Sangre De Cristo mountains so I switched on autopilot and set it at 8500 ft. while I studied the maps. Autopilot is an early form of A.I. But more accurately A.I. should be called A.S. (Artificial Stupidity) All the autopilot did, as conditions worsened and we started to lose altitude, was increase the up trim, in effect slowing the aircraft further. When I realized what was happening (and we were not far off stalling) I immediately switched it off, pointed the nose down, increased power and adjusted trim (the autopilot had increased trim till it was at maximum up setting). All the text books say DONT USE AUTOPILOT IN ICING OR OTHER DIFFICULT CONDITIONS it's just a pretty dumb aid to a competent pilot it does NOT fly the aircraft for you. So actually two mistakes One: we should have known the height of the tallest obstacle en route. Secondly: I relied on the autopilot in exactly the wrong conditions.” She sat quietly staring into her hot cup “Well we live and learn.” I tried to lighten the mood. “We were lucky it wasn't the Sangre De Aviator joining Christ's.”
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I couldn't help but take a pic of the building standing at the end of Rwy 230. I wondered who had received what for approving it's construction: It started out like a page from a text book. Winds as predicted by weather reports, smooth climb to 8500', cruising at the predicted ground speed 110 kts. First signs of trouble showing west of Tucumcari, south of lake Conchas cloud cover building: Around Santa Rosa (some 70 nm. From Moriarty) snow on the ground and cloud cover: Snow aloft and the winds swirling, no longer giving us a steady 10kt. push. Still 55 nm. From Moriarty: Approaching the southern finger of the Sangre De Cristo mountains, some 36 nm. to go. I.A.S has dropped to 67 kt. GS to 83 kt. Visibility 0. Suzanne is struggling to keep altitude, we have drifted down to 6600'. Moriarty is at 6200' What height are the mountains where we overfly? Basic mistake in flight planning, we had not noted the altitude of the highest obstacle en route. We decide to skirt round the mountains. We are lucky to have this option. Neither of us give a fig for the time. We are only concerned with reaching and landing safely at Moriarty. 20 nm. out, Suzanne has nursed us back up to 7400' and the ground is just visible (bottom left corner) we hope it is because some visibility is returning, not because the mountains are rising up to kiss the aircraft goodbye: Past the mountains, 10 nm. to go and Moriarty is somewhere in or below the 0 visibility and it's still snowing. We make plans to divert to Albuquerque. We maintain 7600' : Nine miles out and the cloud clears a bit. We have a chance to make it into Moriarty: Entering a left hand circuit downwind. Tense muscles and nerves relaxing a little: Lining up for final: Safely parked: Report results: Planned time 1hr. 56 min. Actual 2hr. 10 min. variation 14 min. And we don't care, just elated to be down safely!
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Go for it Kit, we have all had loads of practice before starting. Just call it a practice run. I have always liked the Lysander, still faster in the cruise than the Airdale!
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“OK, lets report the results.” Suzanne agreed: Leg 4: Claremore (KGCM) to Cordell (F36) Plan: 2hr. 30min. Actual: 2hr. 30min. Variation : 0 Leg 5: Cordell (F36) to Tradewind (KTDW) Plan: 2hr. 13min. Actual 2hr. 15min. Variation: 2min. The two legs had thrown up more problems than the results would suggest. I had been PIC and, as Suzanne put it: “We are lucky this is a rally report and not an obituary.” Problems cropped up soon after leaving Claremore; winds were around 26kts rather than the 35kts the weather reports suggested. Luckily lesser headwinds rather than greater, so we were able to reduce GS from 82kts to the 72kts as predicted on the flight plan. ATC gave us permission to overfly Tulsa at 4500': Twenty minutes into the flight the radio speaker (ATC) became garbled (this is the first time I have ever had this problem in FS9) luckily again it was not a crash to desktop, everything else appeared to be working so I was able to save the flight, exit FS9 and re-start. The radio now working properly. We overflew Cordell at 4500' at spot on 11:30: Apart from the winds still around 10kts less than planned for, the flight was uneventful till approaching Amarillo. I decided to descend to 1000' above the runway, looked at my notes deciding that was 2600'. Lack of discipline on my part: I had listed Cordell after Tradewind in my notes and not having landed at Cordell had not remembered it's altitude. Luckily (for the third time) the conditions were VFR and as we approached the ground I realised my mistake, full power not giving the climb my panic would have liked, but climb it was, and just more than the ground was rising. Once at a safe altitude Suzanne commented: “What the *##* were you doing?” “Sorry, messy notes, mistuck Cordell's altitude for Tradewind.” Amarillo suburbs: I'm having difficulty locating Tradewind, trying to keep out of the pattern for Amarillo Intl. and line up for Rwy 230. Wind is 261degrees @16 kts Probably close to the maximum crosswind recommended by the manufacturer. Where is Tradewind? Eventually I spot Tradewind. Where is Rwy 230? need to line up for it, but with an 16kt 30 degree crosswind it's going to be more like crabbing up. “Who the '*#* puts an apartment block in front of a rwy?” I am about to remove all the ariels hopefully nothing more substantial. The pic below is recreated, I had no time to take pictures during that approach: I put full power on and clear the roof (just) but now am too high so take power off crabbing down and hitting the runway. We both expect the landing gear to join us in the cockpit, by some miracle it doesn't. I taxied to our parking spot. Two minutes out, but neither of us care, being alive is just fine.
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Sunday afternoon to ourselves. Suzanne pointed to the Cherokee, parked and locked on the apron. “I wonder what your Vampires will be up to this Sunday afternoon?” She smiled: “Must be resting up in boxes of Transylvanian soil during the daylight hours.”. “Let's have a good lunch, then I'd like to have a look around Tulsa.” I suggested. “Mind if I tag along?” she asked. “Course not, your company is always welcome.” We took a taxi into town. Over lunch we decided to cover two legs the next day. Leave around 9:00 am overfly Cordell and head for Amarillo. “I wonder how they are getting their Transylvanian coffins along? Not much room in the back of the Cherokee.” She laughed. “Maybe they are in league with Sirrus, plenty of room in the back of the Dove.” I suggested. “Better tip JSMR off, get his Nun bodygurd to search the back of the De Havilland.” She added. Afternoon in Tulsa, one of the best I had had in a long time. We joked and laughed past sunset and into the evening.
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Didn't do much for Buddy Holly's health either.
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We met at breakfast and it was earlier than usual. “Today's Sunday. The days seem to be blurring into each other.” I said by way of good morning. “Sunday special then.” Suzanne replied loading her plate with bacon and egg. Her usual breakfast half a grapefruit or orange. “North American special for me.” I dribbled maple syrup on a stack of pancakes. “As we're up early we can go to the airfield and do some work on the avionics and then leave at our usual 10:00 ish.” She said between bites of bacon. “Do what?” I asked. I thought everything was in order. “As you know, I re-connected the autopilot. I want to try to connect the GPS to the autopilot, not for this race, but if everything is there it should be in working order. I hate it when a cockpit has switches and instruments fitted that don't work.” “You sure everything will be back together by 10:00?” I asked tentatively, doubting Suzanne's work a dangerous tactic. “I never take apart what I can't put back together.” She shot me an annoyed look. Outside it was still dark, as the taxi edged onto the road for Lebanon airfield a black BMW at speed swerved narrowly missing it. “Idiots up early this morning.” the driver commented. As the first hints of dawn played in the east and Suzanne's head was buried in loose wiring the doors to a hanger in the distance opened and a Cherokee taxied out heading for the runway. “Hey! Suzanne, is that not the Cherokee in the rally?” She disentangled herself from loose wires. “Yes it is! They bothered to hire a hanger. No wonder I didn't spot the plane yesterday.” “I wonder what their hurry is, leaving before dawn?” “Who knows.” She replied in an annoyed tone.“Go and prepare the flight plan while I tidy up here.” I did as asked, I wanted to get away 10:00 ish if possible. KLBO Joplin KGCM 220/6kts@5000' 236/9kts@5044' 226/10kts@5055' Total distance 158 nm. Less 6nm and 6minutes for climb to 4500' 152 nm. that according to E6B would take 1hr. 39minutes plus the 6minutes for the climb total ETE 1hr. 45min. “Light winds, good visibility, nice day for flying.” She was Pilot in Command today. I noted take off time 10:03 “Springfield-Branson coming up on the left” I pointed: “We should be just south of Joplin.” She gave me a rendition of Take Another Bit Of My Hart followed by Me and Bobby McGee. She had a nice singing voice. I don't think I'd heard her sing before. The sun was up now: “I wonder how far ahead of us your two Vampires are?” I asked. “My vampires?” She looked at me quizzically. “You're the one with the obsession about them. Your night time flyers. Ever seen them in the daylight? It would explain their greeting from the dead. ” She laughed: “I've two wooden stakes somewhere amongst my tools.” “The one that looks young, he's probably 300 years old. You want to keep well away from him. Or else I'll have to check for byte marks on your neck”. “And JSMR is an Australian vampire hunter. That's why he has an 180 Nun escort. Ever seen a Nun without a crucifix? Now you know why.” She replied. Lakes coming up ahead: I gave her a terrible rendition of Oki From Muskogee https://www.youtube.com/watch?v=5feWCmPYFeM “Did you know we will be only a few miles from Muskogee?” I asked “No, you did the flight plan, remember?” “Active rwy will be 170, head 250 and take her down to 2000'” “OK you're navigator.” she followed my instructions “Now turn to 200 and descend 1700' Rwy 170 is to your left.” “Yep, have visual.” And she took the old lady in. “Touch down. Time?” she asked “11:49. Good leg. Only 1minute out.” We parked next to an old looking Cessna.
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The hotel bar was deserted. Not sure what Suzanne was up to, I asked the barman to bring me a menu for the restaurant. It was getting dark and I was about to move to the diner, restaurant was far too fancy a word for it, when Suzanne appeared. “Got everything done you wanted?” I asked. “Sort of. I realized we hadn't officially filed our result for Leg 2 (5K1 to KLBO). Estimated time 2hrs 19min. Actual 2hrs 16min Leg 2: Variation 3min Topped up the oil, checked a few other things but they were all OK” “So what kept you?” She shrugged her shoulders “well I was hoping to meet some of the others.” “Did you?” “Sirrus appeared for a re-fuel in that nice De Havilland then was off again. Seems like a nice guy.” “But too ancient for you?” I added. “It is possible to enjoy peoples' company without fancying them. Otherwise I wouldn't be spending all this time with you would I?” Touche “Meloscanlon also touched down, then seemed to vanish. I wonder if he knew we had entered a Spitfire XIV in the previous race. It would have been fun to meet JSMR in his Beech and 180 nuns. I like his sense of humour and that he doesn't take himself too seriously.” “No sign of the Cherokee?” Her reply curt “No. Let's go and eat I'm famished.” “OK, early to bed, early to rise. We could get off at first light for the Claremore leg.” “Yes” she agreed.
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Nice little airfield under the main flight path for Narita Intl. -
Try as one might carrying on a conversation through headphones and mic is difficult. The Airdale has many qualities, noise suppression is not one of them. I pointed ahead as we approached two rivers: “Illinois and Mississippi ahead”. Suzanne nodded. Gestures easier than talking. We cleared the Illinois and closed in on the Mississippi, I couldn't help attempting a few verses of “Old Man River, just keeps rolling along” “Your flying is better than your singing” cackled through the headphones. “And that's not saying very much.”. I felt good, there is a kind of intimacy in a cockpit, Suzanne and I in that space. I knew it was a cliché but couldn't help it: “How does it feel crossing America in that special place between Heaven and Earth?” She turned towards me, screwed up her face “Have you been reading a new version of Biggels? The adult version? Or is it Barbara Cartland goes flying?” It silenced me for a good few minutes. Then : “We should be on time into Lebanon; we'll have all afternoon and evening to ourselves. We could hire a car and go exploring.” “Thanks for the offer but she needs some attention”, she patted the dashboard, “oil and other bits and pieces. I'll stay on the airfield do some maintenance and greet some of the others when they arrive.” “OK” I felt a little crest fallen, however a better engineer you could not hope to meet. “Time for the descent, Lebanon is 15nm. away, turn to 240 degrees and descend to 2000'” I did as instructed. “OK now turn left to 180 degrees and down to 1800', there's Rwy 180 visual.” She clicked the timer as I touched down Time:12:16 time elapsed : 2 hours 16 minutes. Still three minutes out! I swore. “You did OK again. Don't beat yourself up. Next time I won't add the extra three minutes for descent and landing. Probably my fault.” She patted my arm by way of conciliation.
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“We can go!” Suzanne had just worked out the flight plan: “Our usual 6nm. And 6 minutes to climb to 4500', that leaves 159nm. That the E6B works out at 2hrs 10 minutes. (average headwind 27 kts at 237 degrees. True airspeed 100 kts. Ground speed of only 73 kts. Plus 3minutes descent and landing.” So I summarised: 6minutes climb + 2 hours 10 minutes cruise + 3 minutes descent and land = 2 hours 19 minutes. Departure 10:00 ETA 12:19 “VFR all the way so you can take the left if you want.” Suzanne added graciously and I hoped not condescendingly. “OK” I replied “Lets go.”
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“I wonder when the other teams will get into Zelmer?” “Good question” I replied “Some will just be over-flying.”I added. “I've pretty much finished the plan for tomorrow, but the detail will have to wait till the weather reports in the morning.” She pushed bits of steak around her plate, obviously no longer hungry but guilty about wasting food. “It would be fun to meet some of the other teams.” She looked up from the half eaten steak. “A mixed bunch for sure.” I commented. “Two Pipers in the competition” She mused: “The Cherokee one of my favourite aircraft, simple no-fuss, easy to work on.”. “Maybe the organisers could arrange an evening meal for competitors and their crews in Lebanon. I think most are landing there. We know most of them from the previous race. The new guys are AirBasil and he is definitely landing in Lebanon, but I don't know when. TomPenDragon and his pal in the PA-28 I expect will be there, Sirrus and Meloscanlon I don't know.” “I had a look round that Cherokee, it's old but maintained well, probably a major re-build. Why would you do that? Costs more than it's worth.” “Nostalgia?” I replied. “Not just nostalgia, nostalgia AND money.” She quipped. “The guy selling the Airdale didn't look loaded yet the plane was in immaculate condition.” “Two kinds of people crazy about aircraft, those that spend every cent and hour they have maintaining and polishing and those that pay others to maintain and polish for them to fly.” She was right. I had met both. “The Airdale owner was in the first category, both the guys in the Cherokee belong in the second.” “And pray tell, how do you know?” I asked. “People can and often do dress down. But you know what gives them away?” No I replied honestly. “Shoes. And often with men watches, with women handbags.” She looked up from her plate and smiled adding “Both those guys had very expensive shoes, and the younger a watch that cost as mush as a decent avionics set.” “Time for bed I think.” not hungry any more but more tired than ever after the flight. “See you in the morning.” “Night...” I made my way to bed.
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Beers tasted good. She smiled at me: “You did OK.” From Suzanne that was high praise. “We were lucky, the weather was way better than yesterday, but Pen Dragon's E6B was helpful in planning an accurate time.” She added. VFR all the way so I had taken command. “Winds pretty close to reported.” I replied. We had gone with three reports, Lansing, Bloomington and Litchfield (closest to Zelmer). “Lets hope three will be accurate enough for each leg.” I mused. “Lets find the organisers and report our results.”Suzanne replied. ETA 11:39 Actual 11:42 Variation 3 minutes “Now we can head for Springfield, a decent hotel and a good meal.” I added. Approaching Springfield: 5K1 Zelmer in sight: Arrival time in Zelmer: Everything is OK:
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Suzanne and I are ready to depart for the first leg KIGQ → 5K1 Flight plan Climb to 4500' heading 224 8minutes covering 13 nm. Cruise to 5K1 157 nm. At 103 kts 1.52hrs = 1 hr 31mins TOTAL 1hr. 39mins Travel time 1hr 39minutes Departure 10:00 (15:00 GMT) Expected ETA 11:39 local
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Thanks to the Pen Dragon for the E6B link, may your ink never run dry. What is your ink consumption per leg? Current Nov 1st. weather in Lansing: Electronic E6B in use:
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“Turn that heater up!” The cold seemed to be seeping in through the fabric of the Airedale. We had decided to test some more despite the conditions. It was below freezing at ground level only getting colder as we climbed to 5000': Visibility not good so Suzanne was Pilot in Command, she had instrument and night rating, I had neither. We mainly wanted to test if using three weather reports: departure, mid point, and destination would give a more accurate flight plan. The three reports were: Lansing 4690' 245@28 Kts, Bloomington: 4793' 276@31 Kts Palmyra 4855' 290@30 Kts Our no wind cruise 100 Kts – average 30KTS wind = Cruise 70 Kts Ground speed 90Kts Indicated Air Speed. Climb to cruise 9 minutes covering 14 nm. Total distance 170 nm. - 14 nm. = 156 nm at 70 Kts = 2.22 hours = 2 hrs 14 min + 9 min (climb time) = 2 hrs 23 min So target time = 2hrs 23min What did we learn? Weather is a variable feast, the weather was accurate at time of departure but it can and does change within minutes, never mind hours. Bloomington was over an hour away, Zelmer over two hours away, weather had changed by the time we arrived. Actual time was 2hrs. 22min. It looks good, but it was more by accident than planning. We missed Zelmer on first approach (it's not an easy airfield to spot) and had to do a go around. We had a 14 kts. crosswind and the second approach was difficult, we landed on the grass next to the runway. I wonder if that is allowed in the rules?
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There is probably no one left at Microsoft who knows or cares. The FS team will have all moved on to other jobs and other companies. As chris_eve said if you get it working to your satisfaction what else matters? Because certain variables have names that are similar or the same as real world ones it does not mean they are the same, or act in the same way in FS flight equations as they do in the real world.
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“We missed the Bingo” “So it appears” Suzanne replied. We had spent the weekend up in the mountains, we both needed to see how the Airdale would cope with altitude. We decided to fly the Moriarty to Gallup leg against a proper plan. The aircraft acquitted itself well, if a little slow. Suzanne's flight plan was: 0E0-->VOR ABQ-->NM74-->KGNT-->KGUP planned time: 1 hour 50 minutes. (including a 12minute circuit at Gallup) We were also checking timing deviating from a straight line; sacred Mt Taylor (11,300') in the way: Secondly we needed to find a safe cruising speed at 8500', any higher and we would have to carry oxygen. The leg was completed safely without going over 8500'. Thirdly Suzanne wanted to be more precise with wind speeds, FS Global real weather told us: 0E0 weather at 8,263' 221@ 9 Kts KGUP weather 8,205' 291@ 10 Kts Suzanne averaged it at 9.5 Kts headwind. Cruising speed at 8,500' we determined at 100 Kts. 10 Kts (rather than 9.5) headwind therefore cruise 90 Kts Actual departure 10:02, actual arrival 11:47 time 1 hr. 45mins Planned time: 1hr. 50mins. But yet again we had not done the circuit at Gallup saving 12 minutes, so really we were not 5 minutes early but 7 minutes late. Safely in Gallup. “Where did we go wrong? 7 minutes out on an 140 nm. Leg” I asked “Definitely winds; I kept a detailed record. The weather at 0E0 and Gallup were both correct, but around 10 nm from 0E0 wind picked up to 180@18 then Albuquerque wind was 221@22.and it satyed more or less the same till 10 nm. From Gallup.” She had noted all the wind changes during the flight. “FS Global Weather loads weather from all stations we overfly, so to plan accurately we would have to know winds for each station. Start and end stations are not enough to be accurate” She concluded. “What a PITA!” I agreed.
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Two things I forgot: The peanuts must be salted. and Check those kids aren't hiding amongst the cargo.
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