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Everything posted by Tobus

  1. Tobus

    Sound of the AN-2

    just bought her and enjoy her immensely. But I agree on the sound in cockpit. It's not volume, thats ok. It's more of an "oomph" missing, missing bass tone, esp compared to outside Also the missing wind sound when opening a window. Hoping for a sound patch, but a minor nuisance on a fantastic plane.
  2. Tobus


    Thanks for the #4 on your personal account, appreciated ;-)
  3. Good stories T, if a bit late .
  4. I saw him flying his connie on 3 engines towards new york.
  5. After the Round The World with Aerosoft and some private ones before that, I'd had my fill of round the world trips. But alas, the tickle emerges once again. I'm currently flying around the USA in a T6 Texan with some other Andras Meridian VA flyers. Combining these seems impossible, but let's see what I can arrange. Aircraft.... Dunno yet. Either historical multiengine (A2A B17, A2A B377, A2A L049) or more modern, but not too modern (JF L1011 Tristar). All will reveal itself. Or fizzle out and end up on the large heap of great ideas come to nought. Edit: route drawn in, aimed at old propliner usage with around 1000nm per leg. Some are legs already in our VA's International network. Edit 2: Presenting the birds: Beauty and the Beast
  6. Ladies and gentlemen! We made it!! Our final legs is done, from CYYT St Johns back to where we began, EGSU Duxford. What a trip and I'm still amazed on making it in such a short timespan. The trip in pictures below. The plan. After a looooooong trip covering the Atlantic, glimpses of Ireland through the clouds Shannon passed, now VOR hopping towards our final goal. Amazing bird, after 6.5 hrs she still has 4 hours and almost 2000nm left in her legs. Over the Irish sea, English soil! Starting descent from Daventry VOR to give the folks in the cabin and down below a show. Low flying over Wales Wellesbourne airfield Mildenhall and Lakenheath airforce bases. Turning our last final into Duxford. Almost there.... One of the best landings in the tour! Many onlookers welcoming us home. And many many more! Parading down the line of illustrious British aricraft. Firedepartment give their salute too. Parked and engines off, many people taking pictures. Pilot's log including our 12 legs. Pirep here. Some figures: 12 Legs flown, of which 2 in the A2A Stratocruiser, 1 in the A2A B-17 Flying Fortress and 9 in the A2A L049 Constellation. 18.289nm flown 69 hours and 20 minutes flown
  7. Final flight back to Duxford underway! For live coverage go here.
  8. Second to last entry to my diary. The relatively short hop from New York's LaGuardia to St John on Newfoundland. After comparing weather forecasts St John came off just a bit better than Gander. I started prepping the Beauty at 0430LT, pre-warming the cabin as it was freezing as we entered her. When the cabin was comfortable enough we boarded a full complement of passengers on a light fuel load. Wheels up at 0500 and reaching our cruising level of FL200 at 0540, by then crossing the VOR of Kennebunk. We flew her entirely from VOR to VOR, basically following the coast, then crossing over to Newfoundland and a bit south again to St John's. With a healthy tailwind we had some light to moderate turbulence along the way, so every now and then I turned the seat belt sign on to avoid any passenger discomfort as much as possible. Daylight came around the Moncton VOR, and turbulence started to subside as we started our slow descent when crossing the Newfoundland shores. We were guided into an almost straight in rwy16 ILS approach, which we nailed on a slippery snowy runway. We are almost around the world now, our last flight back into Duxford looming. Since I took a good 2 years in circling the globe in the Aerosoft Round the World challenge, it seems almost insane that I managed this in just in the last couple of months, and in a fraction of the flight hours. Full pirep here. As I now have the time, I'm prepping as we speak for the last leg, crossing the Atlantic back to Duxford.
  9. Prepping for the last flights. First KLGA LaGuardia to CYQX Gander to fuel to the brim. Then on to EGSU Duxford, our original starting point. Forecasted weather seems doable for now, at least giving high tail winds at cruise levels and acceptable winds and visibility on arrival fields. Stay tuned!
  10. Follow live here. Next hop! Although first planning to head to KLGA via KMCI, winds are again that favorable across the whole US that I'm doing KSFO-KLGA in 1 hop. Sooo, 2200+nm, now not over ocean but over loads and loads of VOR stations. Here we go! AS I've grown tired of landing at night, I'm starting this in real time, real weather. As such, take off is at midnight. Taxi from gate 132 to rwy 28R so plenty of time to warm engines during taxi. Almost a 15 minute drive... But then we got underway and were treated to the San Fransisco city lights through whisps of fog forming. 0100LT bad turbulence as we are starting to cross the mountains. Climb to our current max alt of FL230 and the air is smooth again. 0330LT Making good progress over the Rockies. With 75kts tailwind the ground speed is now 356kts. Wow.... At this rate I'll be in New York in under 4.5 hrs. 0550LT Over Nebraska just crossing Wolbach VOR. About halfway. 0645LT Sun coming up over Iowa 0715LT Sunrise now finally happening. Over Chicago by now. 2hrs / 640nm to go. 0950LT Starting descent, 120nm out of KLGA. 1015LT Manhattan in sight, turning on ILS approach rwy22 KLGA 1030LT Great landing at KLGA after an ILS approach on rwy22. With a co-flyer of AMA waiting for me on the tarmac as he had just landed before me. Next stops, Gander and then Duxford. I'm actually making the 80 days! Full pirep here.
  11. Well now, it seems I did my flight into KSFO a week ago but forgot to post my diary. As tailwinds were great on a direct instead of via PAKT like I intended, I went direct. Lots of ocean so not much to tell on a almost 8 hour journey, other than that the Connie held her own in spectacular fashion. Take off from PADU was a treat as the wind had shifted and had to backtrack, taking the gulf departure as a vice versa of my approach in here. Full pirep here.
  12. already looking at the next leg. What to do: go via Ketchikan, VOR to VOR? Then a VOR to VOR on to San Fransisco? Or do a direct one, which takes about 3hrs longer, but gets me in Frisco a week earlier? Taking into account current forecast, the direct route might well be the best bet, with a route via PAKT giving headwinds for most of the trip, thus an hour or so longer. A direct gives mostly tailwinds, thus an hour or so shorter. 3 Hour total difference might suddenly become only 1 hour... Oh well, let's go fishing first. Unalaska is at least great for that!
  13. Well said, looking forward to your flight stories.
  14. This post will be added upon during my flight today 08:30LT A quick check on the weather at PADU PADU 200659Z 31035G45KT 10SM BKN025 OVC050 Winds are favourable as they are dead center on the runway, no cross component. And with visibility at 10SM and clouds at 2500 I should be able to do my planned apporach. We are GO! 08:45LT We are off! Fast boarding on the Petropavlovsk apron as it's a chilly -2 with a 10kt wind sweeping powdered snow across this desolate, old Cold War airport. With engine #4 already turning the heaters came on quick so the pax could enter a nice and toasy cabin. 08:55LT After revving up the rest of the engines we taxied out onto the iconic woods enclosed taxiway to the runway. Passing old concrete mig-pens on our way there. For this flight I'm opting to use the modern GPS and autopilot. It's against my nature to but somehow this high northern route, dark and full of evil weather, I feel compelled to do so. 09:00LT Take off! We roar into the skies and are treated with the wild and cold landscapes of Kamchatka. We climb out gently, settling around 700fpm climb and turning east. 09:17LT Passing FL140, high blowers on. Shortly after we part with Russian shores. Time for coffee! Ah there's Betty... 09:32LT Reached our cruiselevel of FL200, level off, reduce throttle and prop rpm, mix to cruise lean and sit back. We have a very harsh crosswind of 93kts. Wouldn't mind a shift to get it on my tail. After passing Earickson, it should... Nothing but clouds beneath and clear blue above, with a sliver of a moon what seems like inches away from a bright burning sun. 1543LT Passed Adak and the dateline, now heading for Niksolski, from which we will begin our descent along the Fox Islands. 1630TL We are approaching Nikolski. It's getting dark again already too, so adjusting lighting accordingly. Seatbelts fastened and Betty can tidy up the cabin, we are going in. PADU DME showing 102nm out. Thick overcast below, volcanic islands just to my left beneath them... not complaining I'm doing the magenta line thing on this flight, at least for now. 1640LT Passing FL120, engaging low blowers and starting to pierce the tops of the overcast. 1642LT Plan-G and GPS show me I've hit WP2, the SW tip of Unalaska Island. Now completely in the clouds. ADF2 Came alive, so I now at least have range on DME1 and direction on ADF2. 1648LT Piercing the first clouds and giving me view on the ground. Nose and landing lights on. 33nm out. 1650LT WP3. winds fierce, glad everybody is strapped in in the back. Level off at 3000ft. Icy rocks loom in the darkness and beneath the dark swirling clouds just above. 1658LT WP4. DME shows 17nm steady and ADF2 75deg left of PADU. I have to finish my roundabout, direct is impossible due to the mountains. 1700LT WP5 1702LT WP6, Egg Island. In front of me the rocky spires of Akutan Island are piercing the dark clouds. The flightdeck is dark too now, only UV instrument lighting. On my left all seems clear, the clouds somewhat higher than where I am now. A short kink north towards the Baby Islands off of Unalga Island, which is my point of no return: decide to move on to Cold Bay, or go for Unalaska. I feel insane to do this at night! 1705LT WP7 Baby Islands. I'm going for it. Descend 1500, cheecks clenched. Engineer is doing his thing on all flaps, pumps and systems. Even hé sounds nervous, 1709LT WP8, Passed Cape Kalekta. Flaps 1 notch, AP off, manual turn to SW into Unalaska Bay, hoping to spot the field soon at my right, all the while doing an approach, with a final turn leading me straight onto the runway. 1713LT I see the town lights! With the mountainous island walls looming over me in the dark on my left, I see lights in front of me and I believe also the runway blinkers. Approach flaps, gear down. With winds at 38 gusting to 45 the Beauty is groaning and bucking. 1716LT Touchdown! GS real slow and wallowing about in the harsh winds, but got her down. Not my nicest landing ever, but for sure the sweetest. Full pirep
  15. Planning my next hop, which I feel is hard and exciting. It's far north, it's probably dark even during daytime, navigational aids are at a minimum and weather is generally nasty. My initial plan leads me from UHPP to PADU via the Aleutians for alternate options. Shemya, Adak, Nikolski. Then descent and do a visual around the Fox Islands. Here's where the fun starts, because there are no basic navigational aids. All I can do is descend and take reference on the capes: Capa Aiak, on to Cape Prominence, Sedanka Island, bend NE to Egg Island,m then N to Baby Islands. By now I should be around 2000ft and flying VFR. If not due to weather, I may have a problem. Then W over the Akutan Pass to Cape Kalekta, to head SW into Constantine Bay and on a visual approach to PADU. Weather forecast for take off from UHPP seems fine, with a nice cross and/or tail enroute Weather forecasted aloft at PADU .... winds harsh but on the dead on the nose for landing, so that's good given the not that long of a runway at PADU. But ceiling will be around 2000ft, which is my bare minimum in this region. An alternate approach from the North is doable also, but with less visual aids like the capes on the Fox Islands and giving me the same outcome on a visual approach. So if the weather indeed is bad, I might just divert to PACD Cold Bay, like the old propliners of days gone by did. Come Monday, all will be clear!
  16. A nice day for flying, although the weather at UHPP Yelizhovo can be dreadful. Loaded up at RJTT, taking on a load of pax including some NBC reporters wanting back home to the States. This will be a 4 leg journey to the States though (not counting Alaska): From RJTT Haneda to Yelizovo UHPP, to Dutch Harbor PADU to Ketchikan PAKT and finally to San Fransisco KSFO. This first leg is a tricky one: we can follow the coast of Japan and keep tabs on VOR stations for reference. But from the Northern tip of Japan to Yelizovo there are NO stations to tune, except an NDB at the mouth of the bay of Krasheninnikova. So we just have set our course and keep the Kuril islands to our right. As the wind is blowing from our left we are relatively "safe" on that. We got our clearance to taxi at exactly 0900LT. After a lengthy taxi with Betty doing the safety dance we took off from rwy22 at 0911LT, climbing fast over Tokyo. At 0921LT we passed FL135 and switched to high blowers. At 0930LT, 55nm out of Haneda, we reached our cruise altitude of FL200. Back to cruise settings and Betty started serving the drinks. As forecasted we have a high 50kt wind off our port to port-stern, so wind drift adjustments are needed throughout the flight. At 0943LT we reached our first VOR station, just off Sendai. The leg towards the north of Japan starts from here. At FL200 our indicated speed is 188kts. Outside its already -26C, indicating our cold northern course. We must be pulling contrails across the skies of Japan by now. 10:53LT We are now in range of Nakasjhibetsu VOR and on a direct radial of 033. After overflying it we will take an outbound radial of 047 to head direct to Khalaktyrka NDB. As this a short range transmitter, we will also track the Ust-Bolsheretsk NDB at 907KHz, to indicate our awareness in the region. All going well with our mighty R3350's thrumming along. 11:30LT Reached Nakashibetsy VOR, settting course for Kamchatka from the most Northern tip of Japan. 13:50LT About halfway the Kurilles. Lots of clouds so no visuals to keep my bearings. Relying on the navigator and his wind drift corrections. Betty just served lunch and is now dishing out coffee and tea again. 14:42LT Reception on Ust-Bolsheretsk NDB 30 degrees off my port. Just where it should be! This puts me about 170nm out of UHPP and around 50nm from the Kamchatka peninsula. When I cross land I'll start my descent. 14:55LT RMI is pointing straight north, meaning I've hit the coast, now invisible due to the cloud deck below me. Starting my descent, let Betty tidy up the cabin and let the pax buckle up. Steering 090 to make sure we don't encounter any clouds with rocky insides on our descent. This far north the skies are already darkening towards dusk. 15:07LT Reception on Khalaktyrka, continuing descent, weather below looks nasty. When the RMI points north I would be clear of any land. Engineer engages low blowers. 15:16LT Should be clear from land according to navigator. Setting direct course to NDB. Passing 8000ft, visibility 0, continu descent. 15:21LT Passing 6000ft, freezing rain with OAT -2, de-icing of wing and props on, lights on, wipers on. 15:23LT Broken through the clouds while passing 4200ft. 15:26LT Level off at 3000ft, reception on ILS rwy34R. 15:28LT Above glidescope, flaps 1, stay level 15:31LT Getting below the clouds, runway in sight and ILS fairly stable. Approach flaps, gear down. 15:36LT 500ft callout, outer marker passed. Full flaps, pitch full fine, instruments UV. 15:37LT Excellent landing!! 15:47LT After a lengthy taxi through the forrested taxi way, between which the old cold war fighter pens are hidden, we have arrived at the "lovely" Kamchatki terminal. Now for a bit of exploring the wild here. Next week: Dutch Harbor! Full pirep here.
  17. The jump from Hong Kong to Tokyo Haneda, which is closest to Yokohama district I gather. The take off from Hong Kong, now in daylight, was absolutely stunning. I so love the FlyTampa scenery. Take off was now on the 31, so basically a return via the checkerboard with a hard left after take off to avoid the mountains. After the hard left to clear the mountains ATC routed me right again to catch up on my projected path to Taipei and then on to Japan, giving me even more wonderful views of Hong Kong. I did not make pics much on the way, but now closing Japan it gets interesting enough again. Mount Fuji was very prominent in my approach into Haneda. Now firmly on approach skirting Tokyo Bay. No major problems during the flight. 6hr13min, 1555nm, full pirep here.
  18. The official schedule is: London to Suez - Oct 2 Oct 9 Suez to Bombay - Oct 10 Oct 23 Bombay to Calcutta - Oct 23 Oct 26 Calcutta to Hong Kong - Oct 26 Nov 8 Hong Kong to Yokohama eta Nov 6 (direct) Nov 8 Nov 14 Yokohama to San Francisco eta Dec 4 (UHPP-PADU-PAKT-KSFO) Nov 14 Dec 5 (date line pass) San Francisco to New York City eta Dec 11 (direct) Dec 5 Dec 12 New York to London eta Dec 21 (CYQX-EGSU) Dec 12 Dec 21 As work and private life make doing these long legs difficult, I'm gonna skirt these windows just a little. I think it's doable, although maybe the 21st isn't but with X-mas holidays around the corner a finish some days later seems feasible. I'll reroute my initial setup in our pirep tool and my shared route map accordingly.
  19. Hmm, looking into this. The direct route (as Fogg used on a Steamer but with some stops in for manageability) would come to 6090nm. The northern route, to make more stops possible, would for instance take 5070nm. Or 4920 even if the Anchorage "detour" is cut out So it depends on the aircraft flown and pilot preference, I think. All in all, the northern route is shorter than the direct route, but with more legs possible. Going south of the equator doesn't really help. Yokohama/Tokyo is already way high on the northern hemisphere, so making more miles to save them is a paradox. Regardless, the south pacific is so bereft of airfields that making a route there is nigh impossible. Then there's the piloting factor, which is a subjective one but worth mentioning: many pilots favor "doing" something on their flights instead of flying over endless waters for 12 hours or more. Given total range between Tokoy and San Fransisco, possibility on number airports to stop at and added challenge of flying in colder climates than normally encountered on this endeavour, I think I'm going for the northern route: Tokyo - Yelizovo - Unalaska - Ketchikan - San Fransisco.
  20. took off from Chek Lap Kok to fly to Kai Tak, following the famous 13 approach: tune to Stonecutter Island NDB, keep 2500ft untill established. follow glidepath until checkerboard hill clearly in sight, then bending off 65 degrees to do a visual on rwy13. Easy in good weather in a slow trainer/cruiser like the Cherokee, something else in the Connie at night. So proud I pulled it off first time last night.
  21. On to Hong Kong! And naturally not to that new place Tjep Lap Kok, but old Kai Tak. Kai Tak ... Just take a look at landings in days gone by and you know this airport was crazy from the get go. And on this crazier than crazy ILS approach I'm gonna bring an A2A Captian of the Ship aircraft. What can go wrong?! This leg is actually part of our VA's international network, so I flew this one Pics will be added later. 1130LT The beauty is set up at Gate 22 VECC. With the FE preparing the systems and Betty preparing the Cabin we started boarding. Betty tells me our CEO is on board. Wonderful... 1132LT Boarded, startup permission and taxi to rwy 01L 1135LT Take off 1137LT Turn to first VOR, Chittagong, slow and easy climb out of the heat and high density moisture 1205LT Passing FL130, switch to high blowers, seat belt signs off. Betty starts serving coffee and tea. 1326LT Level off at FL230, MP 29", 2200RPM, auto lean, trimmed out, turn on Sperry AP, 54nm out of Chittagong 1342LT overhead Chittagong VOR, turning 085 for Lashio VOR without reception, so outbound VOR or Chittagong 1411LT Picked up reception of Lashio VOR, dead on course on radial 085. Tune nav1 radio to Xishuangbanna VOR. Betty serving lunch. All systems green and ac looking spectacularly beautiful as ever. 1448LT 10nm out of Xishuangabanna VOR. Reception on Lashio VOR. 1451LT Passing Xishuangabanna VOR, turn 110 direct to Lashio VOR. Tune Dienbien VOR on nav2 radio. 1512LT Reception of Dienbien VOR. 44nm out of Lashio, 1534LT Reached Lashio VOR, turn 105 for Dienbien VOR, 110NM out. Around the half way point. Tune Hanoi VOR on nav1 radio. Weather still great. Really smooth flight up till now. Sun getting lower already, so cockpit flood lights off and instrument lights fluorescent on. 1552LT reception on Hanoi VOR. 32nm out of Dienbien 1600LT Reached Dienbien VOR Turn 092 for Hanoi VOR, now 152nm out. Tune nav2 for Haiphong VOR 1607LT Reception on Haiphon VOR Skies turning pink as sunset sets in 1727LT Sun now setting firmly. Passing light on, 38nm out of Hanoi. 1737LT Completely dark now. Passing Hanoi VOR, tuning to Haiphong, 46nm turn 117. Tuned Haikou VOR on nav1 radio. Weather still great but wind turning into the nose now, although windspeed is really low. 1749LT Goodbye Vietnam! Passing Haiphon VOR, turning 105 for Haikou, no reception yet. 1756LT Reception on Haikou VOR, dead ahead at 192nm. Flood lights on, instruments to UV. 1840LT Passing Hankou, turning 060 to Cheung Chao, our final VOR before Hong Kong approach. Betty serving dinner. 1845LT Reception on Cheung Chao VOR, 058 radial, 191nm out. 100nm Until descent. 1912LT 75nm out of Cheung Chao VOR. Starting descent. 1923LT passing 12000ft, low blowers, tell Betty to tidy up the cabin. 17nm out of Cheun Chao. 1928LT passing Cheung Chao and Chep Lap Kok on my right. Tune stonecutter island NDB for the famous ILS approach over Kowloon. 1932LT too high, 2 descending turns in holding pattern, on slowing down flaps 1 notch down. landing and nose lights on 1934LT Gear down, prep for landing. 1936LT Approach flaps, over the bay, passing stonecutter NDB 1937LT follow the blinkers and IGS in a descending turn towards the runway threshold, checkerboard hill to the left. ILS telling me too high but gut feel telling me too low. 500ft callout, full flaps, pitch full fine on the props. 1939LT Perfect landing!!! Applause from the back!!! 1951LT Parked at ramp 38. Welcome to Hong Kong!! 1427nm, 5hrs 49min flight. Full Pirep
  22. Planning for the next trip. Not going down to Singapore on the steamer route Fogg took, but a VOR to VOR to Hong Kong's old Kai-Tak in the Beauty. Planning to do it come monday. Winds look favorable generally, with a strong tailwind going northerly instead of fairly straight on. Going northern also would give mountains, always fun to fly around. BUT ... also a great lack of VOR stations. So all in all a nominally straight route, following the coast from Vietnam east towards Hong Kong seems most favorable.
  23. 1618LT Passing Allahabad NDB and turning exactly over the railstation towards 098, Gaya VOR. Turrets unmanned. No signal yet on Gaya VOR. 1652LT 50nm out of Gaya though no signal yet. Sun setting, panel lights to UV. 1658LT Poof, it's dark. Passing light on. Approaching Gaya. Staring to an ADF tuned to 115KHz while it's actually a VOR at 115MHz.... 1703LT Overhead Gaya, tune to Kolkota VOR, turn 125. time for 150nm as TOD. Dark now, enjoying the wonderful night lighting in fluorescent or UV while dreaming away on my 4 happily humming R1820's. 1737LT Start descent, 100nm off from Calcutta. 1747LT Passing FL110, already +12 degrees outside. With air refresh on max cold and windows open as crew are complaining of the heat. 1749LT Passing 10000ft, crew of oxygen. Turbo down to 3" maintaining 30" MP. 17:51LT Passing 8000ft. Carb air scrubbers on. 17+ degrees outside. 1754LT Level of at 6000ft, turn 190 for setup of ILS approach on 01R. Landing lights on. 1759LT reroute to ILS runway 19L due to wind shift. Clouds at 2000, visibility 2. Oh joy.... 1802LT outside temp +22, carb air temp +30. watching the heat on all levels. 1803LT Turning 100 for base leg, ILS approach 19L. 1809LT ILS caught, descending to catch the glidescope 1811LT C1 master off, manual control 1812LT gear down, visibility marginal, flaps down 1815LT beacon marker, slightly off the ILS, no runway in sight. Carb air scrubbers off due to high carb air temp warning from the Flight Engineer. Engine temps going high again. Turbo's are back at 8" for go around procedures, but downside is that it heats the engines even more. Buttocks clenched.... 1818LT Calling missed approach, going around left hand 1820LT course 010, alt 2000ft, low throttle as possible to maintain cruise. mix auto rich for extra cooling effect of the cylinders. 1823LT Turning base for a 2nd go 1826LT Back on final, keeping flaps up to keep speed up for cooling. Gear down. 1828LT Calling missed approach again, going around left hand, gear up. 1830LT tune NDB at ILS entry, making a long go around. Visibility 2000 was slightly optimistic... 1832LT Passing NDB at ILS entry on bearing 270 1833LT Turning left 300 1835LT Turning left 200, NDB in front, gear down 1836LT Glidescope and heading ok, ILS centered 1837LT Beacon marker lit, passing NDB 1838LT RUNWAY IN SIGHT!!! Alt 1000ft, dropping flaps. 1839LT Beautiful landing, buttocks unclenched. 1842LT Parked at P1 heavy. engines belching smoke. Shutting her down. 1850LT A quick engine check confirms all engines to have been prone to recent and severe overheating. Clearly the Indian summer is no place for a well laden B-17G. But what a ride......
  24. 11:59LT Passing FL120. Set C1 autopilot. Passed over control of cowl flaps and intercoolers to the flight engineer. Radio man tuning in some swing and jazz tunes on the radio, pass on over the intercom. Tell crew to go on oxygen. The C1 autopilot is basically a very early Sperry attitude controller, although with more switches. More control but also more to master. Turn on the C1 master, turn on the tell tale lights and make sure the attitude is trimmed. Right now I'm only trimming directional, as I'm still climbing. When trimmed out I set PDI (Pilot Direction Indicator) to center and turn the centering knobs towards the light on rudder and aileron until the lights go out. Then activate the rudder and aileron controls and initiate the servo. Current position of ailerons and rudder are now controlled by the C1. Since the control surfaces themselves are now regulated, it is vital that trims are set ok, otherwise the C1 would compensate against the wrongly set trims. 12:11LT Passing FL180. Turning on the heat for the guys in the back as outside temp is finally low. Now that it is, engines 2, 3 and 4 are vibrating A LOT when looking out the window. Only 1 is stable. MP readings are off so calibrating them in air so they match engine 1. 12:23LT Reached FL200, level off, trim, set C1 to elevator too. Directional control now via the turn knob, pitch axis control via the elevator centering knob, all in small increments. 12:28LT Opened up the fuel valves on the Tokyo tanks to feed fuel back to the feeder tanks, which in turn feed the main fuel tanks feeding the engines. I distinctly find the aircraft shaking a bit more than I'm used to, with the engines 2 3 4 still vibrating more than smooth #1. Disconcerting, but apart from that she's behaving well. Radioman tuned me some jazz. 1337LT Passing Aurangabad VOR. Turn 070 for Nagpur VOR, no signal yet. 1345LT Nagpur VOR signal received, dead ahead. FDR on the radio, peptalk. Buy warbonds, and send your wives to the aircraft factories boys! Manning the turrets. 1440LT Close valves on now empty Tokyo tanks. Reached Nagpur, turn 020 for Jabalput railway yards. ADF tuned, no signal yet. All systems green although something still feels "off". 1525LT starting bomb run, C1 to bombardier, bomb bay doors open 1528LT Bombs away! Ok not a marshalling yard, an airfield will do fine too. 1530LT Set course for Allahabad NDB course 030. Compensate C1 for losing 6000lbs of dead weight. Dance and swing on a local radio station. 1548LT Halfway to Allahabad. No signal yet on the ADF but keeping course. Crew starting to relax a bit with joyfull banter on the intercom. Still keeping turrents manned though. Smile for the camera boys! 1605LT signal on Allahabad NDB. Dead ahead. 10 Min out. Allahabad and Ganges river in sight.