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Found 7 results

  1. /images/notams/notams22/acs0907.jpgWe are thrilled to introduce the Airplane Simulation Company whoproudly present a modernized version of a truly iconic tacticalairlifter, the C-130J. The arrival of this four engine turboproptransport will bring a new era of rich logistics gameplay in DCS. digitalcombatsimulator.com
  2. /images/notams/notams22/capt0412.jpgBrand-new, created from scratch. ExteriorHighly detailed and accurate digital replica of the C-130E HerculesCockpit and cabin with 3D windows and pilotsRealistic animations4K Ultra-High resolution textures of 6 liveriesCockpit And CabinNo virtual cockpit, exterior model onlyStock MSFS2020 functionality including HUD instrumentsComplete cargo cabin with animated doorsCustom viewsMisc FeaturesCustom flight modelStock MSFS2020 soundsRepaint kitSim OpsSource
  3. Hi, I used to love flying everywhere around the world in a freeware C-130H in FS2004, and wondered if anyone knows if there is a C-130 planned by... well, anyone? I know way back in the day, CaptainSim had what appeared to be a very nice package of Hercules variants older and newer, for FS2004 and FSX. I tried to contact them to ask about FS2020 plans and whether they'd consider the Hercules for the new sim, but I haven't heard anything, and am starting to wonder if they are developing anything these days? I know in the real world, the modern glass cockpits and HUD's offer real advantages for situational awareness safety, but I really hope that developers for FS both freeware and payware, don't ignore the older traditional "six pack" and "steam gauge" cockpits! Meaning, while I wouldn't mind a C-130J, what I really want is a C-130H or earlier! Sooo... anyone know of a Hercules project?
  4. A Long Haul In A Hercules - Part 1 By Joe Thompson (15 January 2006) Show time at Osaka's Kansai Airport (RJBB/KIX) is 0430 LT (Local Time) and we're scheduled off the blocks at 0630. After flying cargo in Japan for the better part of three weeks we now have to re-position our C-130H (N360MC - Call Sign: Chart 60) to Moscow's Sheremetyevo Airport (UUEE/SVO), a trip of over 7,500 NM. Our airline, Mercator (http://www.flymercator.com) has negotiated a long-term logistics support contract with Aeroflot to haul cargo within Russia and to many of the Confederation of Independent States (CIS) - the now independent satellite states of the former Soviet Union. A steady backlog of freight has overwhelmed Aeroflot's capacities which led to the Mercator contract. It was going to be interesting work. The last time I flew in Russia was 1986. Then it was the Soviet Union and a lot has changed. I hoped that the bureaucratic maze associated with flying in Russian airspace had also become less complicated over time. Time would tell. Due to the lengths of some of the routes we also needed a jet freighter to assist 60MC. This is where N871MC came into the picture. She was our DC-8-71F and had been moved to Moscow by a crew out of Frankfurt. They were already "hauling trash" while we made the long transit to join them. My crew consisted of Brian Sullivan - Co-Captain, Tim Drake - Navigator, Walter 'Wrench' McGrew - Flight Engineer, and Pete Fritz - Loadmaster. Brian and I would alternate the Pilot Flying (PF) and Pilot Not Flying (PNF) duties. Brian, Tim, and I had all flown Herks in the military, though not together. Brian had flown LC-130s for VXE-6 out of Point Mugu on Antarctic support missions, so he was our resident 'cold weather' guru. 'Wrench' and Pete had logged their time with civilian carriers including Southern Air Transport, all over the globe. Cargo drops were scheduled in Hong Kong (VHHH/HKG) and Cochin, India (VOCI/COK) and a cargo pickup in Tehran (OIII/THR). The trip profile called for two very long flight days; on the first day we would briefly stop in Hong Kong for a cargo drop and fuel and then on to Cochin, where we planned a 36 hour layover. First Leg: Osaka to Hong Kong 1,491 NM - Flight Time: 5+21 RJBB/KIX - KRE - SUC - TJE - ONC - NHC - MYC - HCN - ELATO - TD - VHHH/HKG With weather and fuel checked and the dispatch release signed we climb aboard 'Chart 60'. There is that feeling of excitement prior to heading out, and it is especially true for a trip of this magnitude. We secure our personal gear aft and settle in on the flight deck, stowing our gear bags within easy reach. Soon we have run through our initial battery of checklists, and have the four engines purring loudly in the background. Osaka Ground clears us off our stand at 0634 and the adventure begins. Prior to leaving the cargo ramp area, we cock the aircraft's nose into the wind and performed our run-up checks. I center the nosewheel and set the brakes, while Brian ensures the yoke is off the stops and keeps a watchful eye outside. 'Wrench' and I then check the engines at ground idle, flight idle, and at 8,000 in-lbs, noting engine instrument fluctuations and torque at each power setting. With the run-up complete we head for the active. Early morning ground chatter fills our headsets as the airport tempo quickens with the advent of a new day. Runway 24 is the active so we have a straight out departure. No need to twist and turn to conform to some Departure Procedure (DP) that adds, at some airports, considerable time to the trip. We switch from ground to tower frequency at the active and receive clearance: "Chart Six-Zero cleared into position and hold." We move into position, straddling the centerline, and switch on the landing light as a B747 lifts off ahead of us. "Chart Six-Zero cleared for takeoff runway 24, straight out departure approved, maintain runway heading until 4000' contact..." Clearance is acknowledged. With brakes held, I smoothly apply takeoff thrust and Wrench places his hand just below mine on the throttles and fine tunes the takeoff setting. We quickly glance at the engine instruments, then I'm off the brakes and the 4,910 SHP Allison T56-A-15 engines quickly accelerated us down the runway. Brian calls "rotate" at 113 KIAS and I applied backpressure to the yoke and we begin to fly. "Oh, I have slipped the surly bounds of earth, and danced the skies..." The haunting, opening refrain from John Gillespie Magee's famous poem 'High Flight' always seems so appropriate at this moment. We climb out over Osaka Wan (Bay), a vast expanse of slate gray water, and in the increasing morning light we can see lights below going dark as the Japanese awake to another day. By the time the commuter traffic gets really horrendous we will be down islands in the vicinity of Okinawa, in bright sunshine and blue skies with an occasional puffy cloud to keep us company. The period immediately after takeoff is extremely hectic. There are additional checklists to complete and rapid fire radio chatter as you go from talking to the tower to departure, then the various sectors assigned to the Center. Everyone is all business as we maintain a sterile cockpit up to 10,000' AGL (absolutely no conversations not related to the safe operation of the aircraft). As we climb, the upper winds increase and it looks like the forecast for a stiff breeze out of the west will hold true. We're initially cleared to FL180 and then later cleared up to our planned cruising altitude of FL240. I remove the seatbelt sign at 10,000', shoulder harnesses are unfastened and we begin to settle into the routine. We angle southwestward from the main islands that comprise Japan, over flying the spine of the Ryukyu Islands with the East China Sea on our right wingtip, and the Philippine Sea off our left. This enroute leg is uneventful and we finally arrive at the southern tip of Taiwan, which is our turn point (TP) to commence our track towards mainland China. About 65 NM out from Tung Lung VOR (TD) we're cleared out of FL240 for FL160 and then 30 DME from TD they clear us down to 8,000'. Hong Kong's ATIS is reporting light and variable winds, 6 NM visibility in haze, and they're using runway 07 right and left this morning. We're cleared to land on 07R and in short order we're at 3,000' AGL. With the large Fowler flaps dragging in the breeze, landing gear down - '3 green' - and the landing light illuminated to announce our presence to other aircraft, we come in over the threshold and I plant 'Chart 60' on the runway - just long of the 'piano-keys.' Reverse thrust is applied to slow our progress, and as we slow and turn-off, flaps are retracted, light secured and a few minutes later we're parked at the cargo terminal. We block in at 1055 LT. This first leg took 5+21. Now we need a quick turn; the cargo ramp comes down, cargo tie downs are removed and the fuel truck is already parked near our stand. We have an hour on deck so every minute counts. Second Leg: Hong Kong to Cochin 2,496 NM - Flight Time 8+14 VHHH/HKG - CH - DAGON - CAVOI - DAN - UBl - KRT - BKK - DWI - PPB - MMV - CCB - DONDI - DONDI - VOCI/COK An hour later and we're ready to roll. Brian will fly this leg, so I settled in with the PNF chores. We're off the blocks at 1200 LT. The earlier haze has burned off, and after a short taxi we're at the active (07R) and ready for departure. Once again, the exhilaration of takeoff ushers us skyward. Gear and flaps are retracted on schedule and the landing light secured as we go through the "after takeoff" checklist. Banking gently to the right we pass over Cheung Chau VOR and climb out over the South China Sea. As Hong Kong slips away off our port quarter, we are accompanied by a crescendo of radio traffic and the melodious drone of the four Allison engines. Soon we're cruising at FL240 and basking in the sunlight that streams into the cockpit. There aren't many fixed wing aircraft that afford the panoramic view that one gets from a Hercules flight deck. With windows everywhere, it is truly amazing and you can even look down past your feet to see what's below. You can also see what's rushing up to greet you in more emergent situations too! We fly southwestward over the South China Sea and then China's Hainan Island comes into view off our right nose. On the backside of Hainan is the Gulf of Tonkin. Slowly the coast of Viet Nam appears in our view, and we coast in over Da Nang and head for our next waypoint (WP): Ubon, in Thailand. Pete now joins us on the flight deck and we all stare out a window in silence, only occasionally interrupted by a 'Nam anecdote from one of us veterans or a call from Hochiminh Control. The irony is not lost on us as we fly over Viet Nam. And it fell silent again. Three hours and twenty-five minutes into the flight we pass over Bangkok and bank right to track outbound to the Thai coast. Tim looks up from his chart and asks, "Yeh, Joe weren't you down here in Bangkok a few months ago hauling boxes around in our [Mercator] DC-6?" That question causes me to reflect a moment on an earlier adventure. After crossing the west coast of Thailand, we motor 351 NM's over the Andaman Sea to Port Blair (PPB), the capital of the Andaman Islands. From PPB we will continue westward over the Bay of Bengal for another 741 NM to the Indian coast. Over LULDA, a compulsory reporting point on G465, we check in with Chennai Radio on High Frequency (HF) and pass our ETA overhead Port Blair. Upon reaching Port Blair, 'Chart 60' banks gently to the right. After this heading change, Brian gives me the aircraft so he can go in the back, get a bite to eat and stretch his legs. The horizon is a soft line interrupted only by a faint wisp of a cloud here and there, and the old Herk continues to wing westward. The sun feels good on the side of my face. Life is good. Flying is even better. Sometime later Brian slips back into his seat, buckles up and takes control of the aircraft once more. Tim swivels his seat around from his navigator's table and informs us that it looks like we will coast in over Chennai (Madras), India in 1+45 if the light upper winds hold. Chennai is located in the state of Tamil Nadal, the southeastern area of India. Cochin is located in the neighboring state of Kerala, occupying the southwestern tip of India. Pete now appears back on the flight deck clutching a dog-eared "Traveler's Pocket Guide to Kerala". "Hey, listen to this, and he begins to read, "'Cochin is set on a cluster of islands and narrow peninsulas. The port city of Cochin reflects the eclecticism of Kerala perfectly. With a rich past and a bustling present, it has been the business hub of the region from the very early days after Alleppey... "'. It's been over 12 hours since we left Osaka at this juncture and my butt is feeling the strain and I'm sure that Allep-what's-his-name will forgive me but I plan on hitting the sack as soon as humanly possible once we land. The clouds now begin to thicken and turn a darker tone of gray. Occasionally streaks of heat lightning can be seen in the distance. We're about an hour from the coast and we were briefed that as we approached India the weather would deteriorate. We're painting a few heavier cells on the radar now but they are off to the side of our track so we'll just have to keep an attentive eye on the scope as we bear down on the coast. Finally the Indian coast appears off the nose and a little over 7 hours into the flight we pass over the city of Chennai (Madras). At our turn point we commence to track southwestward towards Coimbatore. The sun continues her precipitous slip towards the western horizon and the sun visors get repositioned to soften the blinding rays. I prop my feet up on the foot-rests below my instrument panel and pull my headset off for a moment to massage my ears and head. And the wail of the Allisons, now much louder without my ears muffled, seems to be announcing our arrival over India. We tune in Cochin VOR and make it active in NAV2 and the RMI needle swings abruptly forward and points just left of our nose. A toggle of the audio switch for NAV2 confirms the proper station in Morse code. The DME 2 indicator tells us we are just under 140 NM from a hot shower, a good meal - hopefully - and sleep. Cochin ATIS is reporting calm winds, 2 NM visibility in haze with light rain and a 9,000' broken ceiling. We start our letdown, run through the checklists and set up for the approach. Cochin is using runway 27 this day so we're on an exaggerated right base to intercept the centerline. Passing through 6,000' we enter thick haze and the visibility plummets. However, in a short period of time we're on the runway, turn off, taxi in and shutdown. Our on-block time is 1744 local and a steady drizzle is falling. Our ground liaison in Cochin was Mr. G.T. Jeevan, the station manager for Sri Lankan Airlines. He is dutifully waiting on the tarmac for us with several umbrellas in hand. "Welcome to Cochin". After we get the aircraft secured G.T. escorts us to Customs & Immigration. After a quick, perfunctory trip through, where our passports and visas are inspected we are whisked away to our hotel. I can feel the hot shower and clean sheets already. Man, it's been a hellva' long day and I'm bushed! [Rejoin us in Part Two as we leave Cochin, fly to Tehran then onward to our ultimate destination - Moscow.] AIRCRAFT: Lockheed C-130H Mike Stone - Aircraft Designer Mercator livery design & repaint by the author. PANEL: C-130 Original Panel by Clive Ryan - Views by Steve Moore Panel modifications by the author. PART 1 SCENERY: Osaka - Kansai Int'l Kazuhiro Miyazaki - Designer File: KANSAI4.ZIP FS2002 v1.0 Hong Kong - Chep Lok Int'l Thomas Kwong - Designer File: VHHH05B.ZIP FS2004 Hong Kong Autogen Buildings Eddie Chan - Designer File: HKBLDGS2.ZIP FS2004 v2.0 Cochin - Cochin Int'l Praveen C. Pillai - Designer File: CIAL.ZIP FS2002/FS2004 v1.0 CHARTS: Osaka, Japan http://www.vatjpn.org/index_e.htm Hong Kong http://www.vatroc.org/english/charts/vhhh_new.htm Cochin, India http://www.ivao.org/specops/worldtour/Worldtour_new.asp Global Enroute & Planning & DOD FLIP Manuals http://www.apscharts.com/ Comments are always welcomed by the author. Joe Thompson ceo@flymercator.com
  5. A Long Haul In A Hercules - Part 2 By Joe Thompson (17 January 2006) Cochin, India In Part 1 we made our way from Osaka, Japan via Hong Kong to Cochin, India. Our 36 hour layover in Cochin has now drawn to a close. None of us had been to southern India and we'd looked forward to some nice weather while we took in the local sights. Mother Nature had other ideas, it rained the entire layover. Our enthusiasm for sightseeing had been dampened by the incessant rain, leaving us antsy to continue on our journey. Have you ever noticed how much slower time moves when you have a fixed departure time? Combine that with a humid, rainy locale, and a slow turning ceiling fan over your hotel bed and time can truly stand still. Now we're in the minivan, enroute the airport and I begin to think through various emergency procedures (EP) I might encounter in the aircraft. The reliability of today's aircraft is such that a pilot seldom encounters an actual emergency in flight. So with only twice yearly simulator visits to practice, I always take the time on my ride to the airport to mull over what I'm going to do if something goes wrong. What about an engine fire on takeoff, or in-flight, or a prop malfunction, or an RPM rollback or...? About this time my concentration is severely distracted by several hungry mosquitoes on their final approach to land on my arm and neck, but I'm saved as we pull into the airport parking lot. 3rd Leg: Cochin to Tehran 2,109 NM - Flight Time 7+37 VOCI/COK - CLC - GGO - BBB - TAXUN - PR - (DCT) MINAR - KC - DOSTI - PG - ZAH - DAR - ANK - TRN - OIII/THR It's a little after 6:00 AM, we're sitting in the cockpit all strapped in and the checks up to "Engine Start" have been performed. 'Wrench,' gingerly perched on the edge of his seat, flips switches on the overhead panel to bring the Hercules to life. Battery, bus ties, fuel pumps, fuel valves, oil cooler flaps, were all set for start. Then, he brings our Auxiliary Power Unit (APU) on-line. The high pitch scream of the APU announces to all within hearing distance that 'Chart 60' is ready to start engines. With Peter standing on the tarmac to monitor engine start, 'Wrench' gets the four 13' 6" diameter Hamilton-Standard props, rotating in a dizzying blur. Pete then climbs aboard, secures the crew door and we're cleared to taxi to runway 09. As we pull off the spot, we give thumbs-up and a quick salute to Mr. Jeevan, standing on the tarmac, thanking him for his support in Cochin. Not long thereafter we're climbing out into a thick haze. A gentle bank to the left and we started tracking northwestward up the western coast of India. Gunmetal gray haze gives way to intermittent patches of blue sky and dingy clouds. Finally, we break into clear skies as the sun claws its way upward in the eastern sky. Up the coast we fly, passing places with exotic names such as Mangalore, Kolhhapur, and Mumbai - commonly referred to as Bombay in the west. Over Mumbai we make a heading change to the left to take us across the mouth of the Gulf of Khambhat. Just off our track to the right, approximately 20 miles south of the city of Bhavnagar, lies the beaches of Alang. The tidal range in this area is over 30 feet and has made the recycling of obsolete ships a huge business, not only in the area, but for all India. Daily, super-sized ships make their last trip up this Gulf and are then intentionally grounded on the tidal flats at Alang during the flood tide. When the tide goes out these behemoths lay stranded on the tidal flats, like dying fish on a pier. An army of 300,000 Indian labors swarm over them to strip them of reusable items, and to cut up the stripped hulls and superstructures for scrap. Nearly half the world's recycled ships are scrapped at this facility. We're flying more northwesterly now and upon reaching Porbandar, India we depart the airway and are cleared direct (DCT) to MINAR, where we will join R88D and follow it to Karachi. Just south of MINAR we enter Pakistani airspace. We over fly Karachi and then Panjgur, in Balochistan province, which is nestled in the Siahan Mountain range, very near the border with Iran. Once on Airway G8, we cross and re-cross the Pakistan/Iranian border several times until just south of Zehadan, Iran, where we leave Pakistani airspace for the last time. FAA INTERNATIONAL NOTAM: Iranian civil aviation authorities have issued NOTAMs describing required procedures for entry into the Tehran FIR. Prior to flight, all U.S. operators must be familiar with applicable procedures for interception of civil aircraft and should check current Iranian ..." Tim's navigation log captures our progress over the Plateau of Iran as he checks off navaids such as Darband and Anarak. Then we're over the western rim of the Dasht-e Kavir (The Great Salt Desert) which lies to the southeast of Tehran. This is an area of over 100,000 sq. miles of desolate, inhospitable salt flats that have properties similar to quicksand. This is not the place to land should something go wrong, but true to her indefatigable nature, 'Chart 60' bears us steadily towards Tehran. Eventually we commence our letdown, running through appropriate checklists and we're vectored onto the localizer for runway 29L at Tehran's Mehrabad Airport. We land, and after a brief taxi in we're guided to our parking spot in the vicinity of the Iran Air maintenance hangars. With engines shut down and checklists completed, Peter opens the crew door, drops the cargo ramp and once again our tireless loadmaster springs into action. Mehrabad is the older of the two international gateways that serve Tehran. The newer, modern equipped Imam Khomeini Airport lies approximately 20 miles to the south of the city. Mehrabad, on the other hand, seems caught in a time warp with 1970's architecture, furnishing, even aircraft. There are plenty of IL-86s, Tu-154's, B727's, and even an occasional B707 parked on the apron to reinforce one's feeling of a bygone era. Mehrabad is, however, convenient; since it lies within the western city limits surrounded by urban sprawl that would make any city dweller feel at home. 4th Leg: Tehran to Moscow 1,425 NM - Flight Time 5+08 OIII/THR - RST - DASDA - MGR - TBS - DF - NOSAK - LANIT - BUTRI - ZG - USMAN - TS - US - IN - DR - WM - KS - MR - UUEE/SVO We've been on the deck just 'a tad' over an hour. Everything's ready to go and once again we go through the cockpit litany that will produce a successful engine startup. Then, just like that, we're not tethered to terra firma any longer and we commence a climbing, shallow right bank away from the terminal area, as the Elburz Mountains on the northern outskirts of Tehran begin to fill the windscreen. Once over these mountains their slopes will glide downward until they disappear into the waters of the Caspian Sea. Our first WP after departure is Rasht, on the southwestern shore of the Caspian Sea. From there we'll fly on, crossing into Azerbaijan airspace and then into Georgia. Once you enter Russian or CIS airspace the nuances of differing units of measurement becomes readily apparent. Altitudes and elevation are given in meters, visibility is either kilometers or meters, altimeter settings are in millimeters, and wind and vertical speed are meters per second. We had been flying at FL260 but 16 NM prior to entering airspace controlled by 'metrics' we had to descend slighting to FL256. Over Tbilisi, we continued northward towards 'Mother Russia'. The border crossings came at a rapid pace and due to the sensitivity of the political situation between many of these neighboring states, Tim was under a lot of pressure. Things were pretty solemn on the flight deck. Waypoints had to be made exactly, radio calls performed in anticipation of penetrating various Flight Information Regions (FIRs), and the reliability of navaids grew less and less as we flew north. If you've ever carefully examined an aeronautical chart of any area of Russia or the CIS's, you immediately ask yourself, "Where are all the VOR's?" The chart seems to be a vast landscape populated only by NDB's. Tim had taped an excerpt from the Russia Section of our Jepps ATC Route Information Manual over his work station that read: INOPERATIVE NAVIADS: VOR/DME'S and NDB'S are not operated on a continuous basis and some NBD'S are unreliable. Just north of Tbilisi, we cross the Russian border. Once again, the intricacies involved in crossing a state border came into play, requiring that we contact Russian ATC between 81 and 108 nm prior to the border crossing to request entry. Having made all the perfunctory radio calls announcing our intended arrival, and then our actual border crossing, we were relieved that we not greeted by a couple of MiGs. Mile after interminable mile passes underneath us and we bear steadily northward past places with unpronounceable names. The sun is now slipping lower in the sky off our port wing, and as we approached Moscow the clouds start to thicken. Sheremetyevo ATIS is reporting: wind 210@4 mps, 4,300m VIS and a 300m overcast ceiling. Runway 25 is the active. One thing I learned years ago about approaches into Moscow was, there did not seem to be a rhyme or reason for the vectors you received to set you up on final. This time is no different. However there is one 'flight phenomenon' on this approach that surprises all of us - the Aurora Borealis. As we maneuver in compliance with the approach controllers constantly changing directions, the undulating, greenish hue of the Northern Lights play across the cockpit windows. Trying to maintain a vigil for other traffic in decreasing visibility proves a test of concentration as the beautiful lights dance all around us. 'Chart 60' is soon to the northeast of the airport and we're finally turned inbound to intercept the localizer. Final checklists are completed and we enter the 'soup' and break out just off the end of runway 25R. The gentle squeal of tires, the moan of the reversing Allisons, and the sound of flap motors straining to retract the flaps; they all seem to announce in unison our arrival in Moscow. We taxi to our assigned spot on the cargo apron where our marshaller stands in the darkening night. He looks bored. We're just tired. We block in, shut down and buttoned up 'Chart 60' for the night. As we gather up our personal belongings the thought crosses my mind that one adventure has just ended and another is about to begin. AIRCRAFT: Lockheed C-130H Mike Stone - Aircraft Designer Mercator livery design & repaint by the author. PANEL: C-130 Original Panel by Clive Ryan - Views by Steve Moore Panel modifications by the author. PART 2 SCENERY: Cochin - Cochin Int'l Praveen C. Pillai - Designer File: CIAL.ZIP FS2002/FS2004 v1.0 Tehran - Mehrabad Int'l Touradg Morassaei - Designer Files: TEHRAN03.ZIP, TEHUP205.ZIP and TEHUP206.ZIP FS2002 v2.06 Tehran Mesh Yohann Baptiste - Designer File: TEHRSRTM.ZIP FS2004 Moscow - Sheremetyevo Airport Files: UUEE003.ZIP and UUEEAPD1.ZIP FS2002 Moscow - 3 Major City Airports & Cityscape (Alternate Scenery) Files: MOSCOW3.ZIP FS2002 Moscow - Photorealistic Cityscape Olonovsky Alexey Nikolaevich - Designer Files FS2004 Charts: Cochin, India http://www.ivao.org/specops/worldtour/Worldtour_new.asp Tehran, Iran http://www.fscharts.com/ Moscow, Russia http://vatrus.net.ru/downloads/charts.xhtml Global Enroute & Planning & DOD FLIP Manuals http://www.apscharts.com/ Comments are always welcomed by the author. Joe Thompson ceo@flymercator.com
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