Leg 7: Aéroport International de N’Djaména, Chad (FTTJ) TO Jomo Kenyatta International Airport, Nairobi, Kenya (HKJK)
Where was I? Oh, yes… 
The languid African dawn approached and it was time to go.
Continuing my trek towards Kilimanjaro, I plotted a very reasonable 1500 mile(ish) leg to Nairobi. I had initially hoped to use some of city’s more traditional fields but, in the end, the long runways of Jomo Kenyatta lured me in.
Having not yet found the source of my previous long range nav issue, I was sorely tempted to revisit the topic on this flight. A look at the high chart made me feel a little guilty though, and I resolved myself to flying the airways, for this leg at least.
On the plus side however, my planned route was likely going to exceed the total number of waypoints available to the CIVA, requiring me to do a little waypoint swapping. So this would be a good opportunity to try something new.
Thus armed with plan and purpose, I found a good livery for my hard working 72 and began trying to find N’Djaména on the Flight Sim map.
Today, we fly in the livery of Air Afrique, courtesy of oskar4007. I was happy to find a livery that represented the host continent, even though AA was originally partly owned by Air France…
When possible, always root for the home team, says I. 
Everything’s loaded, the tanks are full (and checked!), and the CIVA is loaded with the first 9 waypoints.
There were some surly bonds that needed slipping, and off we went!
Once again, flight sim nailed the feeling of the sultry African dawn…a little hazy with light cirrus to reflect the coming Sun.
In short order, the Sun rose above the horizon…with a little help from Pratt and Whitney…to reveal the Chari River off our right wing.
And soon we were up to our cruising altitude of 35,000ft. Looks like it should be a smooth ride, so I’m going to turn off the fasten seat belt sign. I would like to ask you however to keep those seat belts loosely fastened about you when you are not up and about in the cabin as there is always the possibility of some unexpected bumps along the way. This is 1960 however, so feel free to smoke like a chimney if you so desire!
Now, to ring the back and get a little cuppa’ Jet A…
Ah well…
Overall, the flight was pretty uneventful. The countryside over Chad, the Central African Republic and the Congo was serene and bucolic, but nowhere near as visually interesting as the richly hued landscape farther west.
Even my inflight reprogramming of the CIVA went off without a hitch. The waypoints cycling from 9 back to 1 as advertised and without sending me off in the direction of BFE (roughly 030 in this case ) as a consequence.
I had entertained the idea of performing a VOR/DME update somewhere along the line but, as it turned out, the drift appeared to be minimal just judging how closely I was passing to the few points that were visually identifiable by air. Here, I fly almost right over the field at Isiro.
Besides, the procedure looked long and scary! 
Before long, Lake Albert begins to take shape off the nose.
Quite the impressive sight, it is Africa’s sixth-largest lake and the second biggest of Uganda’s Great Lakes (Thaaaaaank you Wikipedia! 
).
The Rwenzori mountain range (yep, had to look that one up too!) rises up to the south, apocryphally linked by European explorers with the legendary Mountains of the Moon, claimed by the Greek scholar Ptolemy as the source of the Nile.
But Lake Albert paled in comparison to the splendor of Lake Victoria (he was only Prince Consort after all )
In the transit of which I passed over the field at Entebbe, site of the famous 1976 raid.
Shortly thereafter, it was time to start thinking about letting down.
I had my pick of ILSes into Nairobi…and so I chose the ILS W Rwy 06.
Huh, you don’t say?
As it would turn out, Spinach Chin here was spot on. 
Of course, the huge turn onto final from GV wasn’t lost on me…especially in the wake of the George’s previous inability to even manage a 60 degree intercept. But I figured, what the Hell, let’s give it a try. Maybe with a little more modest speed and a few flaps the jet might just hack the turn.
I started down a little early this time, not wanting a repeat of my previous performance…particularly since I didn’t want to go raging around base turn like an SR-71.
But I did need to be just a bit judicious as the MEA on the last route segment was nearly 25,000ft! Even the IAF was over an 8,000ft mountain.
This mountain in fact.
Of course, filed under the heading of being too smart by half, I chose exactly the wrong time to ask the Auto Flight Engineer to do the approach checklist. He set the local altimeter just as I was trying to level off at the IAF. 
Luckily, it was VFR and I could see the mountains below us.
Regrettably, even down around 180kts with Flaps 5 the jet still blew right through the Localizer. It just couldn’t capture it early enough to manage the turn.
This wasn’t surprising exactly; I suspect that something with an FMS would have led the turn before the LOC even came off the case. But I was doing this the old fashioned way.
Alternatively, I guess I could have also begun a turn at the 5.0 DME fix off GV in anticipation. But I did kinda want to see what the autopilot was capable of.
And it didn’t disappoint…in disappointing.
That being the case, I once again had to do some more of that pilot stuff to try to salvage the approach.
And that wasn’t optional either! Despite being technically VMC, the field was all but invisible in the haze and dust.
Eventually, I got her settled down by 1000ft and made my smoothest touchdown in the 72 yet…
…though I hadn’t exactly set the bar unfathomably high up to this point! 
And here we are. Nairobi.
And here’s the damage.
And the overshoot! 
There was, of course, an old fashioned procedure turn here. However, as the plane isn’t exactly an ergonomic masterpiece (particularly while trying to hold your TrackIR head still while simultaneously clicking), I had been holding off doing one.
But arguably, it would have been a much more controlled entry in a jet of this, ahem, vintage.
.
