The Official 4th Annual Mudspike Christmas Flight - 2018 Edition

event

#584

Once I finish up what is currently in the pipeline, I’ll circle around and see what needs to be changed to make it P3D compatible. Also, if X-Plane has a decent “mission” system, I may look at starting a new series for X-Plane.

Edit: Almost forgot…I’m also in the early stages of a DCS-based simNovel. It will probably take place in the Caucuses…or the Persian Gulf…or Las Vegas…I think.

Seriously, I’m “exploring” a present day Caucuses plot with flash backs to the 1950s Soviet Union.


#585

Wouldn’t it be ironic if we were using that same imagery for building Ortho4XP tiles? :rofl:


#586

Eighteenth entry for the Christmas Challenge.

image

Click to reveal AAR

This time, we’re going old school with the Lockheed L-049 Constellation by A2A Simulations. The Connie is a pure masterpiece of a plane.

Cracking open the windows to get some fresh air

Using the Flight Planner to set up my navigation plan. We’ll use VORs exclusively for a VFR flight.

Loading up cargo and passengers. I am actually being told by one of the stewardesses that an important Executive is on-board. Better make it a smooth flight!

Setting fuel by using a pop-up state panel (LSHIFT+4) and verifying fuel from the Flight Engineer panel

  • Setting up the Aircraft Master (Battery) Switch - ON

  • Upper & Lower Cowling Flaps – OPEN
  • Oil Cooler Switches – AUTO
  • Hold Propeller Governor Switches to INCREASE until the governor limit lights illuminate

You can click and drag the gang plates to do all flaps at the same time

Our engine start sequence will be 3, then 4, then 2, then 1. To start the engines, we will set the Fuel Shutoff Valve lever to ON (Open), then crack open our throttle about one inch (10 %).

Confirm that you have a fuel pressure of about 15-19 psi (in the green)

Set Master Ignition switch ON. Leave Magneto Switch OFF for now.

Set and hold (click & drag) No. 3 Engine Inertial Starter switch ON for about 15-20 seconds. This procedure looks awfully familiar if you’ve ever flown the DCS FW190 Dora. Since our engine is cold, we will then prime the engine for 2-5 seconds (don’t prime a warm engine) (click and drag switch UP).

Once the starter is cranked up and the fuel lines are primed, we then hold (click & drag) the No. 3 Direct Starter switch ON (UP) and wait for 3-4 blade turns.

Once the 3-4 blade turns are done, set the No. 3 Engine Magneto switch to BOTH (scroll mousewheel).

Engine comes alive! Oil pressure is rising.

Once the engine starts and you confirmed that the oil pressure was rising, set Mixture Lever to AUTO RICH or your engine will start shutting down. Prime as required if needed. Don’t forget to set the switch to OFF or you’ll flood the engine. Since we had a good engine start, I set the Primer switch OFF. I throttle slightly up to ensure the engine RPM keeps increasing to about 1000 RPM.

The manual states that we will not want the idle engine RPM to anything more than 1000 RPM while we let the oil inlet temperature warm up. When warming the engine, you are looking for at least 40*C on the OIL INLET temperature prior to applying power (above 1200 RPM).

We now repeat the procedure for the remaining engines. I had some trouble with engine 4… I had to try to start it 2 times before it finally caught on. This is to be expected with a cold engine.

Once all engines are started, set all generator switches ON.


Confirm that the suction gauge displays at least 4 inches of Hg.

Set Elevator, Aileron and Rudder Booster levers ON. The hydraulic pump lights will probably be illuminated since our throttle setting is too low to engage the engine-driven hydraulic pumps.

Confirm that hydraulic pressure is around 1700 psi

I close the doors and windows, then start the pushback after disengaging the parking brake lever (FWD = OFF).

I set 5 degrees of trim nose up for the elevator tab, then do my engine run-up and check if the CHT (Cylinder Head Temperature) is within range (between 180 and 232 deg C) at start of takeoff run, which should be done at 2800 RPM and 46 in of Hg manifold pressure.

Starting Taxi



Ready for takeoff.

Time to set up my barometric altimeter and check my flap settings (set to flaps 1) and VOR frequencies. We will set the first VOR to RY (freq 112.50) for a course of 027. Don’t forget to set the Radio Power switch (Avionics Master) ON, which is hidden behind the radio-navigator seat.



We will now hold brakes, throttle up to 40 in of manifold pressure, release brakes then throttle up to 46 in of MP and reach 2800 RPM. Then, we will raise the nose gear at approx. 80 mph and wait for the aircraft to lift off by itself. We get the “Rotate” call from the co-pilot at 100 mph.


Gear up, flaps up


Setting climb thrust. Adjust throttles to 32 in Hg of manifold pressure, then click and drag the Propeller RPM adjustment switch to manually control the Engine RPM to approx. 2300 RPM. . Power settings tab is available by pressing LSHIFT+2.

Good-bye, Queenstown!

Now, time to set the Sperry autopilot. There is no “altitude hold” on the Connie, but there is a Heading Select mode. To set a heading, set air aircraft trim so that the aircraft flies “hands off”, then turn the AP Heading knob to desired course (we’ll take 027).

Then, set AP Elevator, Aileron & Rudder Servo levers to ON (AFT). You can control the aircraft pitch remotely with the AP elevator pitch wheel.


Kawarau River

Double Cone Mountain

The Flight Attendant complains that the cabin is a bit cold. Warming it up. I love this “Captain of the Ship” concept.

About to climb Mount Pisa in IFR conditions… that does not look safe at all!

That wasn’t so bad!

The other side of the mountain

So far so good! Getting a bit of fog in the windshield but the windshield heater takes care of it easily. Flight is a bit windy but the Sperry holds up nicely.

Climbing to cruising altitude



The bare metal skin on old aircraft… wow!

67 nautical miles to RY VOR

Lake Wanaka and Mount Aspiring National Park in the distance

Setting my power to cruise (29 in Hg, 2200 RPM) once reaching 10500 ft.

Aoraki Mountains and Mount Cook in the distance

Rear view

Rakaia River and Mount Hutt

Approaching Dillon Cone

Some clouds on the way

Over Mount Manakau

The cabin looks pretty comfy overall

More cruising at 180 kts

Crossing from South Island to North Island

Approaching Wellington

Tuning in the ATIS

We drop the landing gear below 146 kts. We then deploy flaps to 40 %. We can then deploy full flaps once approach is set correctly, then touchdown at 100 mph. We hold the nose slightly up until slowing down to 70 mph. Simple as that.

Circling down NZWN

On Final

Landing wasn’t pretty but we made it. I bounced a bit when I over-flared. I exited the wrong side of the runway, so I had to make a small detour through the refueling area.

Taxiing back to the parking area

Aaand we’re here

The Terminal

Unloading my passengers.

Let’s see if I took care of my engines

Looks like the Company Exec didn’t like that bouncy-bounce I did during landing. Awch. I guess I’m gonna have to step it up next time!

Well, what can I say… we’ve finally reached Wellington and the L-049 Constellation is close to being one of my favourite aircraft to fly.

It’s easy to see why this aircraft was so loved by its pilots. It’s temperamental but it has gentle flight characteristics and isn’t too complex to operate. If you watch your engines once in a while, you’ll be fine. The Flight Engineer can also do this for you, but I preferred to do it myself to keep things challenging.

A2A’s Connie is incredibly well simulated, tremendously immersive and it’s complex enough to force you to learn about the plane and about flying old school slant-alpha flight plans. It definitely deserves a proper “Chuck’s Guide” treatment eventually.


#587

You’re killing me Chuck! I’ve been on the fence about getting the A2A Connie since its release. I was thinking about getting the Avro Lancaster after you’re earlier leg, and now this. If it’s not too off topic for this topic, do you have a preference (in a non-combat flight sim, they’re both big 4 engine aircraft)? I know the A2A model features the captain of the ship, and apparently quite a bit of extra systems modeling, does the Lancaster have anything like that?


#588

Sadly, as much as I love the Lancaster infinitely more as an aircraft to the Connie, A2A’s version of the Connie is much better than Aeroplane Heaven’s Lanc’. More system depth, better immersion… it’s just a better product as a whole.

Don’t get me wrong, I like both products a lot. But if I were you I’d get the Connie. You’ll get much more bang for your buck.


#589

LOL! My comment about having to install FSX was probably not taken as I intended, but now that you say it, yes. It would be nice to have the possibility for the Sim Novel in X-Plane, though I have not seen any mission scripting tools for it. I do not know if FlywithLUA, or whatever it is called, might be able to accomplish this task for XP (?), as I have never dabbled in it.

It would be funny. They periodically update certain areas, and so have kept an aerial record of urban and roadway expansion over that period. One day it will be fun to look at.

@Chuck_Owl Brilliant Connie!


#590

So, word gets around. There had been a very brief follow up news snippet regarding my rescue. It was mostly about the helicopter crew’s exploits, but I was invariably mentioned. Most people would have missed it. But those who did not told other people, and the information eventually got to the two MAD executives. They walked into the room in the clinic, looking concerned for the nurse’s benefit.

“Good to see you alive, my friend!”

I was up, ready for discharge, and feeling good again. That is, until this moment. When the nurse had gone, they sat down.

“You should hear us out, Mr. Parrot, and not go sprinting off into the Atlantic like that.”

They were brief. I had violated company policy, but they had not taken it further, yet. I had three options. Court. I could get a lawyer, but I would probably loose. I could pay them all the money I had made from renting the Trimotor. Or I could do them a favor. No hard feelings, debts cleared, goes no further. We are, after all - ahem - associates. So. Third option? Good, we knew you would be reasonable, Mr. Parrot. Get to KTIX.

Well, I had to get there by my own means again. I hoped it would not turn out again like the first time they had said that to me. There was a nice Cessna 152 to rent at Palm Beach. I would take that up north…

I was getting paranoid however. That police car behind the fence was making me nervous.

Anyway. This would be a pure VFR flight. I got out my chart of Florida (it is the last of my VFR charts to the north)…

The weather was still not great. Windy, 260 at 20, gusting 27. SIGMET of MOD/SEV turbulence up to Vero Beach. 29.79" Hg. Broken cumulus up at 5,000 ft. Should not be too much of a problem. Now, the 152. I had not flown these in a while. I remember it as a fun aircraft, though…

Just the pre-flight and start up collapsed here. Me testing my memory, that is all...

In fact, getting into the cockpit, I remembered it much better than I thought, despite the years. The check list was still more or less engraved in my head, and it was utterly familiar. In instructor speak, it is known as the process of learning and retention by “intensity and primacy”. Vivid experience, early on.

Those radios and transponder have to be off individually before start up, as there is no master avionics switch to protect them in unison from any “stray” current surge, should it occur, when the alternator kicks in…

Parking brake ON, control gust locks out, and check for full free movement, with correct sense on the surfaces…

Battery ON, check fuel gauges, and set flaps down (I should really be looking at the check list, but I was enjoying testing my memory)…

Battery OFF. Check Magnetos and all electrical switches OFF, trim neutral, throttle and mixture CUT, and CBs IN…

Fuel cock, check on, and go do the walk around…

All looks good. Fuel levels checked visually, jumping up on the strut on each wing, and drain test for water. Ah! That smell of 100LL! Most importantly, very gently try and push each flap in by hand (I have had the experience of flap asymmetry on a T-41D, and do not want it again). Chocks out and tow bar removed.

Back in the cockpit, Bat and Alt ON, beacon ON, throttle cracked 1/4 inch, mixture RICH. “Clear prop!” Magneto switch to start. It burst into life…

1,000 rpms and Oil Pressure rising. Check the Ammeter showing positive charge, and Low Voltage light OUT. Being a regimented check list guy now, I kept feeling I would be forgetting something, but double checks showed nothing irregular. Radios ON, transponder STBY, with 1200 set. Get the ATIS…

Check clock and Vacuum gauge, set the DI to Compass, and QNH in the Altimeter. This would be a no flaps take off, with these gusty conditions, so I set them to up.

The plugs started fouling slightly, so I leaned off the mixture a bit. Then, Ground frequency, taxi clearance, and taxi light ON.

Light aircraft, windy day. Yeah. During taxi I made sure to remember to set the controls accordingly. From behind, yoke away from the quarter the wind is from, and slightly forward…

At the holding point, point the nose as much into the wind as possible, hold brakes, taxi light off, and perform the run up check…

Tower frequency, take off clearance, strobes, lights and transponder ON, and line up. One last check of the compass agreeing with the runway heading…

Oil temperature and pressure…

And I was away. So long, Palm Beach…

The SIGMET was not wrong. It was gusty and turbulent, alright. I climbed out adding a few knots to Vx for safety…

I climbed to 4,500 ft, out over the coast. Once on the north-bound course, I noticed the significant WCA necessary to maintain track, and was just setting down, abeam Riviera Beach, when the cloud base came down (very suddenly, I will add)…

On Palm Beach APP frequency now, I dropped down to 2,500 ft and, through 3,500 it was clear again…

I continued up the coast towards Hobe Sound, when the overcast came down again, forcing me to 1,500 ft to maintain VFR…

This was not a healthy vicious circle. Scud running, a very bad practice. It was one of those moments when alone in a cockpit you recognize the reflection of the face of “The Demon”, whatever it is, on the Plexiglas in front of you. Grinning his wicked grin, enticing and luring you on. Good airman-ship must prevail at all costs. This was fine, in the Trimotor, when a “different era of daring and panache” was being simulated. Not now, in an aircraft of a more safety conscious age.

I decided to trash the flight and alternate to the nearest, there and then, before it got any worse. I tuned UNITED NBD, for William Gwinn Field, and flew inland to it…

Presently, I saw the airfield through the worsening visibility…

And joined for long finals. The whole flight had been turbulent. Whether it was my imagination or not, it seemed to be getting worse. I opted for minimal flaps for the landing, with plenty of speed, and a steep approach into the wind to cut through any gradients quickly…

The landing itself, despite the conditions, was a very surprising kiss onto each wheel sequentially after the flare…

And the aircraft stopped in no distance at all…

I cleaned up, taxied to the ramp and shut down…

Then I grinned to myself. When I did not turn up in Titusville, later, MAD probably would think I had done another escape artist trick. I had better call them up and inform them.

This was the Just Flight Cessna 152. A bit pricey, but it is a great flight model with a lot of attention to fine detail…

Like @BeachAV8R I have the type in one of my early log books. It does not qualify as a “first love” for me, I had flown over a dozen glider types and a PA-18 by the time I got to the 152. But it was probably the last truly fun aircraft, in which I did several cross countries in England. Granted, later the T-41D and R-172 were still “fun”, but they were beginning to have a more businesslike feel to them, for some reason. I think perhaps it was the extra two seats in the back of the 172 that changed things. Serious responsibility began to creep in, maybe, for those who might and did sit there. As the saying goes, two is company, three is a crowd.


#591

But what tight company. When I would take my dad flying in a 152, we definitely were over max weight limitation for pilot and passenger of 420 ibs :slight_smile: It didn’t seem to bother him. One warm day in Georgia lifting off from Stone Mountain airport (now closed) with 1700 ft of useful, as we passed low over pine trees departing, he looked at me and said, “This thing doesn’t exactly leap off of the ground does it?”


#592

LOL! Yeah, the whole reason we could not use them at the Flight School in Quito. :smiley:


#593

Nineteenth and penultimate entry for the Christmas Challenge.

image

Click to reveal AAR

This time, we’re taking the Douglas DC-6B made by PMDG.

Setting up fuel and payload

Hopping on the Cloudmaster

There is so much stuff on the overhead panel compared to the Connie. However, there is no flight engineer station for this aircraft.

By default, the Gust Lock is set, which blocks all control surfaces from moving.

Gust Lock removed and parking brake set

BATT. & GND. PWR. Switch - ON
Three Inverter Switches - ON
Generator Switches - ON
Fuel Booster Pump Switches - OFF

Set Engine Instruments Switch to NORMAL or you may have some instruments unpowered like the Flaps Position Lever

Cowl Flaps Selector Switches - OPEN

  • Open throttle about 1 inch forward
  • Set Fuel Tank Selector levers - MAIN (FWD)
  • Set Propeller Pitch lever - Forward (Fully Fine)

We will start the engines in the following order: 3, then 4, then 2, then 1.

  • First, set fuel booster pump to LOW.
  • Then, set Engine Start Selector switch to No. 3 Engine.
  • Hold the Engine Starter Switch to begin engine cranking.

After three blade revolution counts (the co-pilot will count them for you), set and hold the Engine Primer switch.

After twelve blade revolution counts, set and hold the Engine Boost switch.

Just after the engine boost switch has been set, turn the No. 3 Engine Ignition (Magneto) Switch to BOTH.

Once the engine is starting to “catch”, set the fuel mixture lever to AUTO RICH.

Success!

Adjust throttle to 800 to 1000 engine RPM, watching for engine and cabin supercharger oil pressure rise. If pressure does not show within 30 seconds after starting, stop engine and investigate.

Then, set Fuel booster pump - OFF. Then, repeat to start remaining engines.

Set Cabin Pressure (we intend to fly at about 15000 ft).

Set cowling flaps to 4 deg

Set flaps to 20 degrees


We need to make sure we disconnect the GPU cart. Here we see that we still have Ground Power ON

I disconnect ground power by setting the GROUND POWER / PLANE BATTERY switch to PLANE BATTERY.

I do my engine run-up, then release the parking brake and start taxiing. Steering is done with the steering wheel.

Rolling back the runway to line up on 34.

Lined up

Before Takeoff, we’ll set up our radios and our navigation VOR frequencies. Normally, we’d use the same old school NAV radios like the ones we used on the Connie. However, in this version of the PMDG DC-6 they are not functional.

We’ll set up our Bendix-King radios instead. We set up the first VOR: Wellington (WN). We will follow a heading of 344 from WN to WU (Wanganui) by tracking WN frequency first (112.30), then the WU frequency 116.00). This leg should be approx. 83.2 nm.

Frequency table for our VORs

image

We first set up our desired frequency with the NAV frequency tuning knob, which will set the frequency to the Standby freq. We then press the NAV TFR (Transfer) button to set our desired freq as our active nav frequency.

Final result (WN is our active freq, WU is our standby freq)

I set the DME power switch to N1 to select VOR 1 and set a Course of 344 on the Garmin VOR indicator…

We’re now more or less ready for our takeoff roll! I didn’t mention a ton of stuff but maybe the rest will come in a guide at some point. For this takeoff, I won’t use the AFE (Automated Flight Engineer). I’ll hold brakes, set my propeller pitch to full fine (d’uh!) and then set my throttle to 30 in Hg of manifold pressure. I will wait for the engines to stabilize.

Set full power (about 55 in Hg manifold pressure), then release brakes. Rotate at 100+ mph.

Gear up (then to Neutral), flaps up.

Climbing

Setting climb power: 48 inches Hg manifold pressure, 2600 RPM. We’ll set our climb speed to 150 mph. Cowl flaps are set to 10 deg for Climb.

DME receiver seems to be working

Here’s a little overview of the Sperry A-12 autopilot

To engage the autopilot:

  1. Make sure the aircraft is properly trimmed so you can let go of the yoke
  2. Set Gyropilot switch ON (UP) to arm this mode. This acts as a HEADING HOLD function.
  3. Set the Autopilot Master Lever ON (UP).
  4. Set autopilot mode to Gyropilot. This will engage the Heading Hold mode.
  5. Steer the aircraft using the TURN knob.
  6. Control aircraft pitch (if desired) using the Autopilot Pitch wheels.
  7. Once you have reached your cruising altitude and are flying level (watch your climb rate indicator), set Altitude Hold switch ON (UP) to engage the Altitude Hold mode if desired.

Once reaching cruising altitude, I set my power to 33 inches of Hg (manifold pressure) and 2300 RPM. I then set my cowl flaps to 0 deg.

The Whanganui National Park


Cruising

Mount Ngauruhoe

More Cruising

Mount Ruapehu

That DC-6 is really a treat to fly

Approaching Auckland

We will land with 50 deg flaps and touchdown smoothly at 90 mph. Cowling flaps are set to 4 deg to allow a go around if we need to throttle up and abort our landing.

The airport

On final. A bit of crosswind

The landing is smooth as butter. My wheels barely graze the ground.


Vacating the runway

Welcome to Auckland!

Engines off, passengers and cargo unloading… I can almost smell Pago Pago now.


#594

OK…by version, do you mean the PMDG DC-6 or a specific airframe / cockpit version of the DC-6?

The reason I ask…after your A2A Connie leg I was sure I was going to get that aircraft…but now seeing the PMDG DC-6 leg… :thinking: …I like period radios… :slightly_smiling_face:

(In fact I removed and got a refund for JF’s C-46 Comando because, in a patch, they replaced the original period radios with radios that had LEDs–not invented until the 1960s.)


#595

The PMDG has the DC6A and DC6B versions available but the old radio sets are not clickable on either of them. They are clickable on the Connie though.You can either equip the Bendix kit or a GNS430 (the crappy P3D default one) or the payware one by Flight1. Basically their rationale was that no one flies with the old radio sets anymore, which I find disappointing. IMHO it’s just a poor excuse since A2A did it and they did it well.


#596

Agree. Disappointing…so now my question is the A2A Connie or Stratocruiser…decisions, decisions. :thinking:


#597

definately connie. It so much better looking.


#598

Thanks Chuck, also good timing on the DC-6 leg, I was looking at that one too.


#599

I’m boring and got there in 3 flights from KCVG (to KLAX, to PHNL, and to NSTU), but graduate school took precedent. Passed classes and made it before Christmas!! Happy Holidays!


#600

Nice…! Hey…we all get there one way or another!


#601

Nice AAR. I think one of my buddies from Aeroworx that developed the King Air 200 long ago was working on the PMDG DC-6…what a great aircraft. I have the X-Plane 10 version but haven’t looked at it in a loooong time…


#602

LEG 1 - Cessna 152 - Gastonia, NC (KAKH) - Mountain Air, NC (2NCO)
LEG 2 - Cessna 172 - Mountain Air, NC (2NC0) - Andrews-Murphy, NC (KRHP)
LEG 3 - Cessna 182 - Andrews-Murphy, NC (KRHP) - Tyndall AFB, FL (KPAM)
LEG 4 - T-34 Mentor - Tyndall AFB, FL (KPAM) - New Orleans, LA (KNEW)
LEG 5 - PA-28 Warrior - New Orleans, LA (KNEW) - Beaumont, TX (KBPT)
LEG 6 - PA-32 Lance - Beaumont, TX (KBPT) - Temple, TX (KTPL)
LEG 7 - Cessna 172RG - Temple, TX (KTPL) - Midland, TX (KMAF)
Intermission - Sub Orbital Flight
LEG 8 - A-36 Bonanza - Midland, TX (KMAF) - Albuquerque, NM (KABQ)
LEG 9 - Cessna 404 - Albuquerque, NM (KABQ) - Montrose, CO (KMTJ)
LEG 10 - Grumman AA-5B Tiger - Montrose, CO (KMTJ) - Salt Lake City, UT (KSLC)
LEG 11 - BE-58 Baron - Salt Lake City, UT (KSLC) - Johnson Creek, Idaho (3U2)
LEG 12 - Navion 205 - Johnson Creek, Idaho (3U2) - Mile Hi, Idaho (I97D)
LEG 13 - J-3 Cub - Mile Hi, Idaho (I97D) - Krassel, ID (24K)
LEG 14 - Mooney M20C - Krassel, ID (24K) - Enterprise, OR (8S4)
LEG 15 - Piper PA-44-180 Seminole - Enterprise, OR (8S4) - Hanel Field, OR (0OR9)
LEG 16 - BAC Jet Provost - Hanel Field, OR - S50 Auburn, WA
LEG 17 - Cessna 206 - Auburn, WA (S50) - Mears Field, WA (3W5)
LEG 18 - Beechcraft C-23 Sundowner - Mears Field, WA (3W5) - Squamish, Canada (CYSE)
LEG 19 - Citation II - Squamish, Canada (CYSE) - Chilko Lake (CAG3)
LEG 20 - Citation CJ - Chilko Lake (CAG3) - Ketchikan, AK (PAKT)
LEG 21 - Citation V - Ketchikan, AK (PAKT) - Valdez, AK (PAVD)

Two weeks after getting hired at TPT Aviation, I was introduced to the fourth type of aircraft I’d regularly fly, the King Air B200, which was part of the fractional ownership brought in by Terminal Trucking out of Concord, NC. With only two weeks in three different types of jets, throwing a turboprop was just keeping in the theme of never even letting me get my feet under me. It was slower than the jets, yes, but I found it more challenging to come to grips with initially.

Our flight today will take us on our longest leg yet from Valdez, Alaska all the way out to Unalaska, AK - a distance of 782 nm…

The Carenado B200 is pretty nice. Again, quite a few systems inaccuracies, but it gives a good enough feel to be passable. And performance is pretty close…

Taxiing out of Valdez the snow is blowing on a blustery day…

Off we go on a three hour journey westbound…

See ya’ later Valdez…!

As usual, I love the Carenado flight director and autopilot pop-up. I’m also using default avionics with their dual GPS install. I think there might be a GTN 750 mod for it, but I haven’t searched far and wide for it…

World Ortho looking good enough. In some spots it has a MARPAT look with some blocky textures, but like I said…for not having to chase down ortho for the entire world, this is pretty OK…

Our B200 is not RVSM equipped, so we no longer fly over FL280. Not that we did that much, but we occasionally hopped up a bit higher on super-long legs…

That classic King Air shape. I always thought the pylons looked like hungry sharks out there pulling us along…

Broken clouds over most of the route…

Just a stunningly vast and barren landscape up here in Alaska…(Canadians are like “oh really?”)

Is that…Isla Nublar?

Making sure I don’t wander more than 50nm offshore since I don’t have a raft… :thinking:

On the descent into Unalaska…

I load up the RNAV (GPS) B approach. Interestingly, there are some other approaches in my GPS database, but only two are listed in the Airnav page…

Following the waypoints in and following the simple vertical profile. Very high minimums for this approach…

The high minimums are for obvious reasons - Unalaska airport sits in a natural harbor. I finally spot the flashing of the airport beacon around the ridgeline…

A bit high for the approach, but there aren’t too many airplanes that can descend like a King Air…

Short final…not sure what the taxiway is doing there…must have been an earthquake while I was enroute…

On and in after about three hours in the air…

Took off with full mains and aux tanks (3,644 lbs.) and landed with 1,750 lbs. remaining. The B200 has a nice range and we didn’t even take it all the way up…!

Now we have some thinking to do. A serious hop from Unalaska, AK to Kauai is the next leg - a distance of 1,935nm. The Citation II and V have ranges that are very near that…very near. Any significant headwind would be a problem. The B200 King Air comes in at around 1600nm. Looks like it will be the Carenado Citation II, a hope, and a prayer…!


#603

Hmmm…

XMAS-894