Tobus

Toby, Andras Meridian VA

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Beautiful pix, Tobias Fogg.

I sure wish X-Plane had a Stratocruiser of A2A's quality. Maybe one day...

 

Dave Britzius

(Cape Town)

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Right, preparing for the next leg to Calcutta (Kolkota).

If I remember the book correctly, Fogg and Passepartout travelled to Calcutta from Bombay by train, only to find out the British Traveller guide forgot to mention that the track ends at Kholby (central India) and continues from Alahabad, some 50km north.

 

As I've also been pestered by our COO @Thorsten42 at Andras Meridian VA about taking straight routes instead of the route Fogg took, I'm listening to his ramblings and thought: why not force it for all?

As nowadays the tracks run through, I'm going to put this part back to the times of Fogg and disable this railway using the Mighty B-17 Flying Fortress.

 

So route set via VOR's and NDB's, forecast looking ok on winds but foggy as it's apparantly always there this time of year.

Crew is now checking all systems and loading the 6000lbs of high explosive presents for the Jabalpur railroad yards.

 

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11:30LT

Right!

 

All crew aboard and bombs loaded. Tanks filled, including 50% of the Tokyo tanks for longer range.

Turn on batteries 1, 2 and 3, open fuel valves, start APU, turn on fuel pumps 1 through 4. 

And for gods sake open the windows, its steaming in here!

 

Again it's foggy at Mumbai, and HOT.

 

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11:47LT

 

Took off ok but the heat took it's toll on the engines I think. I managed to just keep them under the redline but making climb very slow.

Normally one would open up the carb filters only from 8000ft and up, but keeping them on drove my carb air heat through the roof.

Slow climb not on course 072 to intercept VOR Aurangabad.

 

11:52LT

passing 5500ft, outside temp now 18+. closing the windows, full throttle, driving the MP via the turbo.

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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.

 

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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.

 

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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.

 

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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.

 

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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".

 

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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.

 

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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!

 

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1605LT 

signal on Allahabad NDB.

Dead ahead. 10 Min out.

Allahabad and Ganges river in sight.

 

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1618LT

Passing Allahabad NDB and turning exactly over the railstation towards 098, Gaya VOR.

Turrets unmanned. No signal yet on Gaya VOR.

 

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1652LT

50nm out of Gaya though no signal yet.

Sun setting, panel lights to UV.

 

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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.... :banghead1_s:

 

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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.

 

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1737LT

Start descent, 100nm off from Calcutta.

 

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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.

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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.

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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

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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.

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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.

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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

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1837LT

Beacon marker lit, passing NDB

 

1838LT

RUNWAY IN SIGHT!!! Alt 1000ft, dropping flaps.

 

1839LT

Beautiful landing, buttocks unclenched.

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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......

 

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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.

image.png

 

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.

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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

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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

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1342LT

overhead Chittagong VOR, turning 085 for Lashio VOR without reception, so outbound VOR or Chittagong

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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.

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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

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1727LT

Sun now setting firmly. Passing light on, 38nm out of Hanoi.

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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.

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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.

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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

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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.

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1939LT

Perfect landing!!! Applause from the back!!!

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1951LT

Parked at ramp 38.

Welcome to Hong Kong!!

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1427nm, 5hrs 49min flight.

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Full Pirep

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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.

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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. 

 

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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.

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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.
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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.
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Now firmly on approach skirting Tokyo Bay. No major problems during the flight.
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6hr13min, 1555nm, full pirep here.

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A nice day for flying, although the weather at UHPP Yelizhovo can be dreadful.

AMA141-2017-nov-13-006.jpg

 

 

 

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.

AMA141-2017-nov-13-008.jpg

 

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.

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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.

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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.

AMA141-2017-nov-13-010.jpg

 

11:30LT

Reached Nakashibetsy VOR, settting course for Kamchatka from the most Northern tip of Japan.

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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.

 

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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.

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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.

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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.

 

AMA141-2017-nov-13-027.jpg

 

15:16LT

Should be clear from land according to navigator. Setting direct course to NDB.

Passing 8000ft, visibility 0, continu descent.

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15:21LT

Passing 6000ft, freezing rain with OAT -2, de-icing of wing and props on, lights on, wipers on.

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15:23LT

Broken through the clouds while passing 4200ft.

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15:26LT

Level off at 3000ft, reception on ILS rwy34R.

 

15:28LT

Above glidescope, flaps 1, stay level

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15:31LT

Getting below the clouds, runway in sight and ILS fairly stable.

Approach flaps, gear down.

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15:36LT

500ft callout, outer marker passed. Full flaps, pitch full fine, instruments UV.

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15:37LT

Excellent landing!!

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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!

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Full pirep here.

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1 hour ago, Heinz Flichtbeil said:

Hello Tobus,

very nice pictures from your flight to Tokyo :)

Greets Heinz

Thanks Heinz!

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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.

 

image.png

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.

 

image.png

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.

 

image.png

Weather forecast for take off from UHPP seems fine, with a nice cross and/or tail enroute

 

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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!

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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.

AMA141_-2017-nov-20-004.jpg

 

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.

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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.

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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.

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1543LT

Passed Adak and the dateline, now heading for Niksolski, from which we will begin our descent along the Fox Islands.

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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.

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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.

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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!

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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.

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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.

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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.

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Full pirep

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already looking at the next leg. What to do: go via Ketchikan, VOR to VOR?

image.png

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?

image.png

 

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...

image.png

 

Oh well, let's go fishing first. Unalaska is at least great for that!

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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.

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Full pirep here.

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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.

 

AMA141_-2017-dec-4-001.jpg

 

Sooo, 2200+nm, now not over ocean but over loads and loads of VOR stations. Here we go!

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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.

 

E3FAnsq.jpg
 

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.

 

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0550LT

Over Nebraska just crossing Wolbach VOR. About halfway.

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0645LT

Sun coming up over Iowa

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0715LT

Sunrise now finally happening. Over Chicago by now. 2hrs / 640nm to go.

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0950LT

Starting descent, 120nm out of KLGA.

 

1015LT

Manhattan in sight, turning on ILS approach rwy22 KLGA

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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!

x3KoaGr.jpg

 

Full pirep here.

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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!

 

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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.

 

RHnKtco.jpg

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Congratulations on a memorable trip. Lovely screen shots to illustrate your journey.

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