My colleagues that used to fly the 7 sings its praise.
4 engines, 50 PAX on 800m of runway. No problem!
But the 7 was expensive, because of all those engines.
Bottom line. The pilots loved it, but the bean counters hated it.
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Currently preparing my trip… that’s pretty much the only thing I can do while I’m stuck overseas. Hopefully I can be home by early november and complete the challenge in time.
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Hey, you can fly naked for all we care 
We still have a crate of manly swimwear picking up dust at one of our old FBO, they didn’t generate the interest I had hope for…A shame really, they are much more comfortable than they look.
Shoes are mandatory tho, flip flop are allowed but must be submitted to the board for review.
btw, I had some issue with the FSE app, sorry for the lack of maintnance.
Both the c172 and the c208 are repaired and ready to fly. I know, they’re a bit soulless compared to that trimotor.
If anyone wants I can transfer ownership of the group. If you want to sell the cessnas and buy something more interesting, no problem with me. I don’t have much time for FSE right now.
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Hampton to Pago Pago Leg 1: My overall plan is to head east from the US east coast. My aircraft for the trip will be a TWA Boeing 707-300B (my wife is a former TWA flight attendant).
In previous posts I discussed taking off from Williamsburg-Newport News (KPHF) 8000 ft RWY 07/25. I would need to reduce some fuel weight and didn’t think I could “leap the pond” in one flight. So I gassed up to somewhere around 2/3 max load and planned to make a fuel stop in Gander (CYQX). The winds at takeoff were 240 at 13 kts so…I probably could have taken more gas but…too late now.
The initial heading is to the SWL VORDME to pick up J121 which will take me all the way up the coast to Canada. My plan is to use the INS as primary guidance, Doppler as secondary and VOR to VOR where I can. I went SWL to SIE VOR. As I was leveling off at FL350 noticed the INS was not updating legs and when checked its position…just a glance told me the INS was waaaay off.
Since the next leg had a FIX turn point (MANTA), I went to Doppler…but I had already blown it since the INS hadn’t made an automatic turn at SIE and Doppler is only good for flying a straight line. Visibility was good, I could see the New Jersey coast…
and then Long Island and NYC…
so I estimated the turn at MANTA and headed for HTO VOR DME and then direct SEY VOR DME .
Passing over SEY I went back to Doppler…which was fine for a while. However, when I was supposed to turn on to J573 at ENE VOR DME, I was way off to the west.
Instead of flying over coastline, I was over forests in Maine…
…but could at least see the coastline off my right wing.
I did a quick BRG/DIST to the YYG VOR DME and figured a rough heading to the YQY VOR DME, then turned east.
I picked up YYG and flew direct.
Fuel was a concern. Not that I had too little, rather I seemed to have too much. The initial takeoff and climb to altitude numbers looked about right (20,000 lbs), but here I was about 3/4 through the flight with about ½ fuel load still left.
I was well under max landing weight…and even with a 30 min ute reserve, something isn’t right…need to go over my calculations again.
I flew a tight turn over YQY to the next heading. The Gander VOR (YQX) was way out of range. I could have used the YQY FROM course…but gosh darn it I was going to make the Doppler work! And it did.
Soon enough I was passed to Gander ATC. Almost there!
Gander’s ATIS told me I wasn’t done with the “excitement” on this flight…vis 3 sm in snow, ceiling 4000 ft BKN.
Yep the airport was IFR and I was flying VFR. I decided that I’d explain my flagrant disregard for landing without permission was due a language issue…since I don’t speak Canadian.
I flew the ILS to RWY 3 and put the jet down on a slippery runway…then taxied to a gate and shut down.
At 4.43 hrs, it was the longest flight in my FSX log book. I’m looking for 2-3 for hops…that I probably will not see until I get across the pond. Still rather than fly the rest of the way direct, I plan to head up to the west coast of Greenland to BGSF. From there Norway or Iceland?
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Last week I almost flew that exact route ferrying a strike eagle from Warner Robins back to lakenheath, flew right over Gander and then continued on to the UK.
It was a good 8 hour flight
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At least you had somebody to talk to!
My copilot (a cat) and FE (another cat) walked off the flight deck about five minutes into the flight…there I was for the next 4 hours, nobody to talk to…and with my O2 mask on per FAA requirements. 
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Great AAR. What 707 add-on was that?
Captain Sim 707-300.
The C IV INS is a free add on and is full of features. Most of the aircraft systems work in some fashion…you get fuel icing lights when the temp drops, etc. The Doppler system is pretty good, much like the Viggen and Mi-8 in DCS…and there is a nice animations panel to open doors, wheel chocks, engine covers, etc.
It has the standard CS app to load Pax and cargo but unfortunately not fuel.
I haven’t turned on any random failures yet…maybe later…long flight can be so boring.
Looks pretty decent. I don’t use FSX anymore so I may have to use my Aerosoft DC-8. I “think” this one comes with a CIVA by default.
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Glad you could afford it in sim dollars…!
Great idea…!
Hmm…sounds like the first 200 hours or so of “VFR only” freight flying. 
I was down at Middle Georgia Regional airport last week and it was pretty low (200’ and maybe 3/4) and I was on the ramp and heard this thunderous roar approaching out of the north and I couldn’t see the plane up there in the murk, but it went right over the field. I guess it was one of the KC-135s down there shooting an approach to the south maybe. Felt like the thing was gonna come hurdling out of the murk and land right on top of us!
What day and time?
That was Sunday, October 21 at 12:30 PM -ish…
Aww, if it was Friday the 26th at 230am it definitely would have been us taking off into a rainstorm
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Nice, you are flying such a beautiful aircraft! I just don’t like that you can destroy two PT-6 at once … how many did you already destroy or damage in real life?
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I only destroyed one PT6 in my (so far) 22 years of flying them. And it wasn’t my fault. Statistically, I think I should be able to fly another four or five careers and not have another one come apart on me. Of course, probability doesn’t really work that way… 
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Okay now I’m curious…
Pretty generic report. The damage report lists all of the damage that occurred. In writing it was far less spectacular than the actual event…that I can say.
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They found the right man for the job…!
Great report. No worries on the loss…I’m sure MAC is flush with cash…
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