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JP - 25 legs with the Majestic Q400

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I did not have the time to post on the blog but I moved already from Tokyo (RJTT) on the 18th of November.

 

Just after TakeOff

5a169f7e1a8ed_1toffrjtt.thumb.jpg.e5330a875fa6c06108e53fbc638644a0.jpg

 

Levelling at FL250

5a169fb8896b0_2FL250.thumb.jpg.0f9aa2d7cc1b01a42a74bf00f7ee6e51.jpg

 

Quite a strong wind to get up to X 16°

5a16a0059df5d_3stongW16X.thumb.jpg.27b6ce2102709cbe830e2ed5a2407e8d.jpg

 

Some Cu but nothing to worry

5a16a031abd19_4SOMECU.thumb.jpg.91c6c9ab212d2b775daad8509c5c6954.jpg

 

We knew that we were going to get a bit of icing during the descent

5a16a072a5289_5STARTINGDESCBITOFICING.thumb.jpg.f4614c23177c46e38f6aad1e9fb6d761.jpg

 

Then the first snow as we are getting a bit North on the Pacific

5a16a0be3ad8d_6FIRSTSNOW.thumb.jpg.00b99f608893a78dd1df3c63034e6d9f.jpg

 

Flying the Arc DME at RJCM

5a16a0f00ede0_7ARCDME.thumb.jpg.06efc6c315c03b2b62e15f8db5a682cc.jpg

 

Then touch down kust before sunset

5a16a1222be2e_8LANDEDRJCM.thumb.jpg.c7f934217152e18f254118f73490fc11.jpg

 

Finally parked gate 5 at RJCM with GSX

5a16a146d80ca_9GATE5RJCM.thumb.jpg.5fc44e09bb3e366d7682298165f8cf20.jpg

 

Quite an eneventful leg. Enclosed flight documents.

 

JP

ATW #13 - RJTT RJCM.pdf

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Done already a week ago on the 20th was the next leg from RJCM to UHPP (MEMANBETSU - PETROPAVLOVSK KAMCHATSKY)

 

I am trying to fly daylight as much as I can so in the part of the world were I live now (France) as it is GMT+1 the fying has to be late at night or very early in the morning. Not much sleep!

 

Line-up at 21.08 (GMT)

5a1bb2fbeabb7_1LINEUP.thumb.jpg.ac26adc2fe10d17c94044db6674133e2.jpg

 

Climbing leaving the land of the Rising Sun

5a1bb339b47b9_2CLIMBRISINGSUN.thumb.jpg.e8203d1429034c7357524e70d5aa97bb.jpg

 

As usual since the beginning or this venture, we have tail winds most of he time

5a1bb3ba7e4da_3AGOODTAILWIND.thumb.jpg.a4f066846384bd05999dbd64a35a209c.jpg

 

As usual our final FL is 250 as the Q400 that we have is not certified higher with passengers

5a1bb419d2575_4FL250.thumb.jpg.e60eeb28c9f35573683f971d2e38ccd6.jpg

 

Starting our descent over Russia

5a1bb45193367_5STARTINGDESCENTOVERRUSSIA.thumb.jpg.86985bf85d8ac62a84b4fc0b172bfe91.jpg

 

Intercept of the ILS Rwy 34L

5a1bb48732e2d_6ONTHEILS.thumb.jpg.2d47315d55f88451fd89a46f7e5d87ca.jpg

 

As we are closing it shows that the ILS is again completely OFF. It happens a lot in that part of the world with FSX.

5a1bb50d8375e_7AGAINFSXILSCOMPLETELYOFF.thumb.jpg.c93d27b98333a5305bb5e1939994213b.jpg

 

As we are lucky to be in VMC we have to swich off the A/P and finish manually to be able to land on the 34L. I did not try the RNAV and I do not know if it would have been better for that rwy.

 

Anyway we arrived at the gate at 23.50 (GMT)

5a1bb69a2d0c2_8GATE5UHPP.thumb.jpg.35aca1c4184f69e7818bbcd97361cc09.jpg

 

Enclosed the OFP and documents.

 

JP

 

 

ATW #14 - RJCM UHPP.pdf

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On Saturday the 25th our next leg was from YELIZOVO (UHPP) to ADAK (PADK).

 

When planning we did not have the required minima 1220' and 3 SM (RNAV Rwy23) as the METAR was giving only 2 1/2 SM and OVC 1000' and no TAF available for ADAK. The only alternate in the region with good weather was PADU (UNALASKA) but the approach is very complicated and it is over 400 Nm away. Anyway we took this alternate and 01.00 more fuel to have the possibility to wait in the hold at ADAK for a while. We'll monitor the weather very closely on that leg.

 

We started to load the aircraft at around 04.30 (GMT) with the help of GSX

5a1bbcc27161d_1LOADING.thumb.jpg.326f2b3e07cdd8798aacc3851f59b3b5.jpg

 

Then we were offered to have the plane deiced and we thought it was quite a good idea as there was a bit of melting snow falling

5a1bbd2e87347_2DEICING.thumb.jpg.e879a36fd12a4969b5c2326944674ea3.jpg

 

Lined up 16R there were some lightning strikes around the airport and we had to switch ON the storm lights

5a1bbdff0df5a_3TOFF.thumb.jpg.5461d74efdd9ec2fd81a690918254d28.jpg

 

Leaving Russia and getting dark already during the climb

5a1bbe3d56de3_4CLBLEAVINGRUSSIA.thumb.jpg.d1c41667c3e95752c544ddaed12d1031.jpg

 

Then the sunset reaching FL250

5a1bbe5d87a23_5FL250SUNSET.thumb.jpg.e1520dbda7cd9f2cd716f2af81dfbdee.jpg

 

Again quite windy with nearly 100 Kt giving us a good bit of drift

5a1bbeb77e93a_6NEARLY100KT.thumb.jpg.756b5b406390e3c914b5dfa8ad87d78b.jpg

 

It is only when we started our descent in the BAERE hold that the weather beginned to clear a bit with 4 SM visibility and a ceiling OVC 1500' so we decided to have a go. I did not have the time to take sreen shots as being very busy and ready for the missed approach procedure. Anyway landed in ADAK at 08.20 after seeing the Rwy lights at only 1400'. Please note that AS16 is really fantastic as giving the actual weather and the winds aloft exactly as they are.

 

Enclosed the OFP for that flight.

 

I have to hurry up a bit to be in SFO by Dec the 5th.

 

JP

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Monday the 27th is going to be quite a busy day as we'll try 2 legs the same day: PADK / PACD and PACD / PANC.

 

To be able to do that we'll have to change the clock for the first leg to be able to fly during the day and pull the clock 5 hours backward.

 

We are planning to leave the stand at 1400 (GMT-real time) and start boarding at 1340

5a1c92b51356b_1BOARDING.thumb.jpg.80876801de264b30c75ba05aab96e633.jpg

 

Then the anti-icing treatment

5a1c93517c533_2ICINGTREATINPROG.thumb.jpg.50845ea59f4dfbd62e5c9c1cd9fd7f82.jpg

 

Finally to leave the stand at 1401 but due to the icing treatment we are not allowed to start the engine before the push back is completed

5a1c93afb1192_3PUSH.thumb.jpg.9e6aca60c32c5fb56ade7967984119bc.jpg

 

Lining up for take off Rwy 05 at PADK (ADAK) at 1413

5a1c93f5afb28_4LINEDUP.thumb.jpg.bdf64fc1a16a8d3431b1a32918a35987.jpg

 

Just after the initial climb we are in the clouds with moderate icing

5a1c942cd89ad_5CLIMINGINCLOUDS.thumb.jpg.b9085d95d776781c55b989a2847912c5.jpg

 

Clearing the clouds just passing the SID WP CEBID

5a1c9490993f4_6ABVCLDSWPCEBID.thumb.jpg.47867e86ffd91ec92e73f1bd2aa758e9.jpg

 

We can see some islands from time to time

5a1c94b334c5b_7ISLANDSBETWEENTHECLOUDS.thumb.jpg.8bc9e4aade0c7d940e91dc2eb0821791.jpg

 

The weather was quite nice most of the time but when starting our descent it becamequite cloudy

5a1c94e524b03_8WXNICEUNTILDESCENT.thumb.jpg.84fe39633f65196e323548408824451d.jpg

 

The wind was 240°/ 22 to 32 Kt so even it is quite short we choose Rwy 26. Entering the hold at GLENT.

5a1c957c0eef8_9HOLDGLENT.thumb.jpg.85a8d1adab11c01a7b76ba4143a6519d.jpg

 

Then suddenly the Rwy was in sight. We were lucky not to perform a missed approach as it was looking quite rough ahead.

5a1c95a0caefd_10INSIGHT.thumb.jpg.d744f3bf167dfa8992578fd9b2c6064a.jpg

 

Finally on the stand at PACD (COLD BAY) but as it was a bit cold for the marshaller who decided to stay inside.

5a1c967650bb2_11TOOCOLDFORTHEMARSHALLER.thumb.jpg.d5343bf97d0e8abcc3112dff764858a3.jpg

 

All together a nice flight, just a bit rough before landing with quite a strong wind.

 

The documents for that trip enclosed and the report for the next leg would be continued later.

 

JP

 

 

ATW #16 - PADK PACD.pdf

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Same day, as the weather was quite nice we decided to go to ANCHORAGE and then we were able to fly daylight starting boarding around 1930 (GMT)

5a1d1d1d90268_1BOARDINGPACD.thumb.jpg.4c03de00b88605e639615bfa276bd743.jpg

 

Again we had to use the deicing services

5a1d1d52d396a_2ANTIICE.thumb.jpg.3935e069baeece21e1de89af96f20969.jpg

 

Then pushback at 19.49

5a1d1d7918ee0_3PUSHBACK.thumb.jpg.010deaf3438e8163b87d30dc6613f313.jpg

 

Climbing out of PACD (COLD BAY)

5a1d1db6b4557_4CLBOUTOFPACD.thumb.jpg.6d8d632a3ae6efd7156d8528f8cc78fb.jpg

 

Very nice clear sky

5a1d1dd069cd5_5CLEARSKY.thumb.jpg.332383abf3a1de01eefa3a391280fbe2.jpg

 

Then starting our descent to ANCHORAGE , STAR AMOTT3 to land on Rwy 33 with full RNAV procedure

5a1d1e1524a54_6DESCENTTOANCHOR.thumb.jpg.e4b40809c02e192c98f44655e3d1663a.jpg

 

Anchorage in sight

5a1d1e358739e_7ANCHORINSIGHT.thumb.jpg.453c153acddbba9bea9d4d87721bdbbf.jpg

 

Deboarding at the gate at 22.10

5a1d1e665e95a_8DEBOARDINGANCHOR.thumb.jpg.9a812a5c0c1441f534ab321811ff3c28.jpg

 

We have 3 more legs and then KSFO.

 

Enclosed flight documents.

 

JP

ATW #17 - PACD PANC.pdf

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Tuesday the 28th we move from ANCHORAGE to KETCHIKAN (PANC / PAKT) as there is a forecast of weather deteriorating rapidly

 

The crew was already preparing the aircraft quite early for leaving the block at 19.00 (GMT)

5a1e7bce8402a_1WAITINGTOBOARD.thumb.jpg.da134b7009e78fc474e9dd1215f2bcc5.jpg

 

Then the PAX arrived with the bus and the ground crew started to load the bags

5a1e7c30a0867_2PAXARRIVING.thumb.jpg.7774ddfff544973e90116324667401b1.jpg

 

Pushback at 19.03 with the sunrise

5a1e7c6613528_3PUSHSUNRISE.thumb.jpg.644611eabeae6411701437df9c6aa386.jpg

 

Holding Rwy 07L

5a1e7c988a5b8_4HLD7L.thumb.jpg.1bdc967a2c65f9b83fa793b2cfabed29.jpg

 

We were above the clouds quite soon after take off

5a1e7cc9c6c54_5CLMBONTOP.thumb.jpg.64acd13632d721e86832b67aa270edaa.jpg

 

Very nice and calm weather during all the cruise at FL250

5a1e7d2509c41_6QUIETWX.thumb.jpg.2789782e1ef3e113619367c6f7f9d459.jpg

 

Then we started our descent towards PAKT

5a1e7d4e27371_7DESCENT.thumb.jpg.428f31689f107388d71789dda9d24e28.jpg

 

RNAV Approach RWY 11 despite a bit of tail wind but much quicker and easier than an approach RWY 29 with a steep final at 6.50°

5a1e7e0c1dff5_8APPROACHINGPAKT.thumb.jpg.65343413c9f2bf562570bb8defbcc022.jpg

 

On final in a Fjord between steep mountains

5a1e7e452dd77_9APPBETWEENMOUNTAINS.thumb.jpg.a99d939b5aa54034885c472718e57e96.jpg

 

On final just before switching off the A/P

5a1e7e6234a89_10FINAL.thumb.jpg.7abf279dbed4d90280972e7b3a8e7432.jpg

 

Then on the stand

5a1e7eaf220f4_11ATTHEGATE.thumb.jpg.c41c6a9dc512bea16110cf06144b93a6.jpg

 

Enclosed OFP and weather charts

 

JP

 

 

 

ATW #18 - PANC PAKT.pdf

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Next flight on saturday 2nd December

 

As soon as sunrise we start to load and we are ready to start the engines

5a252e460e486_1READYTOSTART.thumb.jpg.2696777e952361c9af5fc02511875ce9.jpg

 

Then take off at 16.35 (GMT)

5a252e6e75677_2TOFF.thumb.jpg.1649124c106bdeaa61b42e43a40b0ac4.jpg

 

Few minutes later the sun appears over the horizon

5a252e9b02d20_3SUNRISE.thumb.jpg.c507fcb588414ea2224d6072d5bde5d8.jpg

 

And a beautiful sky to start this leg to KBLI

5a252ecce26d4_4BEAUTIFULSKY.thumb.jpg.273b941d4ca4ebd27b0d6332b0980a30.jpg

 

Over the wilderness

5a252eeb11a4a_5FL250ABOVETHEWILD.thumb.jpg.e204cda59dee12173fd76d6756de18e2.jpg

 

Getting a bit cloudy - Overcast

5a252f174452d_6GETTINGCLOUDY.thumb.jpg.5ca49a4fb15fab6b618a68b408efef5a.jpg

 

Starting our descent towards KBLI

5a252f3429218_7STARTINGTHEDESCT.thumb.jpg.f04d4cbdfbfeae61811857ab7a1ee582.jpg

 

Intercepting the GS - Some bad weather in case of balked landing

5a252f53cf7f1_8ONTHEGLIDE.thumb.jpg.929e21546bb99393134d4193a8addd2e.jpg

 

Arriving at the gate with the help of GSX under the rain

5a252fa99a746_9ATTHEGATE.thumb.jpg.38c45cfc1ab18eb7d9ecaf5ebc777c33.jpg

 

Finally deboarding

5a252fd25a1c8_10DEBOARDING.thumb.jpg.317814ce9f46930fdee9ca4160ae4f56.jpg

 

Only one leg to Frisco.

 

Enclosed PLOG and TOLD

 

JP

 

 

 

 

 

 

 

 

 

ATW #19 - PAKT KBLI.pdf

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Last leg to KFSO from KBLI on the 4th of December

 

Boarding at 19.40 (GMT)

5a2716baad8d8_1BOARDING.thumb.jpg.ec588c42ce5e7f9b705ddb4ae6e8e187.jpg

 

Then push-back at 19.58

5a2716f817bfc_2PUSH.thumb.jpg.f1bf53da86e5ae424bc675c938ff5b4d.jpg

 

Starting the climb

5a27171d7e8fc_3CLB.thumb.jpg.72b4083b3cf8e3721557129b56be00af.jpg

 

Over the mountains covered by the snow

5a271753546c6_4OVERTHEMOUNTAINS.thumb.jpg.ea257b0d17659873126306dc1dc341ea.jpg

 

The weather clearing

5a27177a60a66_5GOODWEATHER.thumb.jpg.efe5e4ac81dd363011682e0d1b5767eb.jpg

 

And finally no clouds left

5a2717a39cc90_6CLEARWEATHER.thumb.jpg.9569be39fd8d9bd83a68678ae6d1b18c.jpg

 

Preparing for the descent STINS3 arrival

5a2717fc69f9c_7PREPARINGFORDESCENT.thumb.jpg.31ece6f18ae652b6c47ca1da03388400.jpg

 

SFO in sight as we'll overfly to land on 28R

5a271847f1b89_8SFOINSIGHT.thumb.jpg.d70c4cc8170aa1c192bc6db1107afa2b.jpg

 

The Golden Gate Bridge on our port side

5a27187d65454_9GOLDENGATE.thumb.jpg.37edbb95d9137f0c516361b608bc8bca.jpg

 

No help from GSX to park. We have to unload and carry our luggages by ourselves.

5a2718bb2c562_10PARKEDSFONOGSXHANDLING.thumb.jpg.a9cf95a7c4991981ecee9dc9e871c1ad.jpg

 

Next 3 legs to NY quite soon

 

Enclosed the OFP and TOLD

 

JP

 

 

ATW #20 - KBLI KSFO.pdf

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When things go wrong (with the computer)

 

We were going for an early start at 04.00 (GMT) and everything was going according to plan.

 

Boarding at SFO Thursday the 7th December 2017

5a2a5d1ed238e_1BOARDING.thumb.jpg.cdab531c9220d72cbf36cb6e33050931.jpg

 

Then pushback

5a2a5d40b752b_2PUSH.thumb.jpg.7ea30deb67ec8e2ad58cc6bf42df8a5e.jpg

 

Taxi to the active

5a2a5d5b82bdd_3TAXI28R.thumb.jpg.79681504f628e95466f76778af40fdd9.jpg

 

Lined up and ready to go

5a2a5d8e492f8_4LINEDUP28R.thumb.jpg.d3aed670ddf5f2c0c95ebc54fb1ce65e.jpg

 

Then I wanted to take another screen shot and made a mistake somewhere. The flight was gone so I'll go again in the afternoon.

 

A bit frustrating when you plan your flight about 1h30 before pushback with everything spot on.

 

JP

 

 

 

 

  • Upvote 1

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Well done you going the long way round! I chickened out and flew the Pacific in one hop in a B767. Picked up a new Dash in San Francisco and now halfway across the US. Great pictures.

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So, after the mishaps leaving SFO I had to start all the flight again going to CHEYENNE (CYS)

 

Preparing before sunrise

5a2cc068bea20_1PREPARINGBEFORESUNRISE.thumb.jpg.2e7c9f922690b140d7df30708f6ddedd.jpg

 

Power set, 60 kt here we go

5a2cc0952c949_260KTPWRSET.thumb.jpg.477b20e861fa73ecd42dd5fa36e13dba.jpg

 

The Golden Gate once more

5a2cc0c0c4203_3CLIMBINGGOLDENGATE.thumb.jpg.e41902f0dddedd899cf8c1441ed87e2e.jpg

 

A bit of mist at FL250 our usual cruise altitude

5a2cc0f3d7fe2_4LEVELLINGFL250MISTY.thumb.jpg.a490e0b66b358afd4165838a1a4613c5.jpg

 

Leaving California

5a2cc115a0cb0_5EASTCALIFORNIA.thumb.jpg.884aa606918e85753e412ca8540e92a1.jpg

 

The first time since we left LONDON that we got so strong headwind

5a2cc1527b441_6HDWINDALONGTIME.thumb.jpg.16a907d6e385b7b818e2c9a0df0056df.jpg

 

It is getting a bit cloudy going East

5a2cc18c3a437_7BECMCLD.thumb.jpg.fb88664fb7d799102ceb11df9830b62a.jpg

 

Just above the clouds

5a2cc1aa12a6a_8JUSTABVCLD.thumb.jpg.68af34016a6f15d3f52bb5640d9c728d.jpg

 

Approaching CHEYENNE with 30 Kt gusts and Rwy 31 being a bit short for the Dash we'll have a bit of Xwind landing on 27

5a2cc2782a7f4_9APPROACH.thumb.jpg.5876dd70b1a948b629c19225d4510735.jpg

 

Finally deboarding with the help of GSX but unfortunately it does not work all the time

5a2cc2a9c6678_10DEBOARDINGCHEYENNE.thumb.jpg.9ef60f3b6018c68794d4872f40a4641a.jpg

 

 

Enclosed the documents for that flight

 

JP

ATW #21 - KSFO KCYS.pdf

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Hi JP, thanks for comment. I had stiffer headwinds earlier in the week and a 100kt cross wind at FL250 flying to Chicago yesterday. The Atlantic crossing presents a real dilemma. Flying the Dash round what is essentially their ferry route via Gander and Iceland is very tempting, then pick up the Jules Verne route in Liverpool for the final leg back to London. You're right about the time needed for planning/flying the extra legs. On the other hand, I calculated that I can get a lightly loaded 767 with just reserve fuel remaining into Cork, then fly the Dash to Dublin and Liverpool which really does follow the true route. Dilemmas, dilemmas. Flown out of Cork twice after holidays in S Ireland, 6 and 7 years ago. Took in a trip to the exhibition at Cobh where Titanic sailed from. Fascinating. If not before, see you in London. I've got a drink with my name on it waiting on the bar at the Waldorf Hilton from another Dash pilot!

 

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On Sunday the 10th we moved from KCYS to KPIA

Excellent forecast with clear sky and good tailwind

Starting N°2 engine

5a2f047169564_1STARTING2.thumb.jpg.c5e6520fb7399ee41fcb669dfedfc1b8.jpg

 

Rotate with the sun showing on the horizon

5a2f04900389e_2ROTATE.thumb.jpg.8542498afdb81634287f7683ec78c564.jpg

 

we were cleared to 13000' and 10 minutes after departure to our final FL

5a2f04da30305_31300010MIN.thumb.jpg.9c2980aa1816effc04956fb5dc4a3b38.jpg

 

Climbing FL 250

5a2f051c8d4e7_4CLIMBING.thumb.jpg.8820fece54dbdfae983bb14ff4a82e85.jpg

 

Somewhere in Iowa

5a2f053c7c0e9_6SOMEWHEREIOWA.thumb.jpg.ab95deef12f60fc22321e130028b9ea9.jpg

 

Starting our descent to KPIA

5a2f0582c8c46_7DESCENDING.thumb.jpg.ce8bd9a47c0a0b3832b418161e5210a1.jpg

 

Then the RNAV for Rwy22

5a2f05b28dc73_8STARTINGTHERNAVAPPRWY22.thumb.jpg.c2b468f60aaf425aecf0d958d4f36b8e.jpg

 

On the VNAV path with a bit of drift

5a2f05cf44a3e_9VNAVPATH.thumb.jpg.7f239da0cd217a726249749ce0cad75a.jpg

 

Touchdown

5a2f0608a11a8_10TOUCHDOWNrtxwind.thumb.jpg.bc45e3502b062c968218c95013e43c6c.jpg

 

Shutdown at the gate KPIA (PEORIA)

5a2f063fcc64f_11SHUTDOWNPEORIA.thumb.jpg.e58832aa8c249814f805ac79da1e8623.jpg

 

Enclosed documents

 

JP

 

 

ATW #22 - KCYS KPIA.pdf

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Monday the 11th departure from KPIA to KEWR. It did not work as expected.

 

Lined up Rwy 13. Ready to go. So far so good.

5a2fbf89d78eb_A1LINEUP.thumb.jpg.9b45f8ca44d2b7401b195d3fe1ee1957.jpg

 

As usual, V1, VR, V2, positive climb, gear up and in fact ... No gear up

5a2fbfd84602a_A2GEARFAILURE.thumb.jpg.75fc102d15cd994f87eea921358739bf.jpg

 

Levelling 2500' outbound for the ILS 13 160 kt

If you are not accustomed to the Dash 8 Q400 modelled by Majestic, here is an explanation: You can program failures and stupidly I did not remove the failure script, so randomly you can get any failure that you have programmed anytime during your flight. So it works very well as you can see.

There are also the gear pins that you have to remove, but this was done and I have also 3 visual flags that I put behind the co-pilot seat when I remove the pins.

Anyway just one thing to do, back to the departing airport and call the engineers.

 

Intercepting the LOC inbound

5a2fc25ce590d_A3INTCPLOC.thumb.jpg.faa9041c9d77e44f3e51c0ba1ce6efc8.jpg

 

Clear to land

5a2fc288e5920_A4CLEARTOLAND.thumb.jpg.84a54f43197e8616d0fda35b1c72cdf0.jpg

 

Back to PEORIA waiting for the mechanics

5a2fc2ba9d0b0_A5BACKFORTHEREPAIR.thumb.jpg.3612b2b8c45971d58489cd4ecb279b35.jpg

 

Pity as it was really a fine day for that flight. We'll start again when the plane be repaired.

 

JP

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On Tuesday 12th December, landing gear being repaired we left PEORIA (KPIA) for NEW YORK / NEWARK LIBERTY (KEWR) for our last leg to NEW YORK.

We did not know it was going to be the most difficult flight of the ATW venture. So far as we did not start our Northern leg over the Atlantic yet.

 

Leaving the stand at 1845 (GMT) arriving at the Rwy31 Holding Point.

5a322af342448_1HLDPT31.thumb.jpg.c38398c813271c500a593fe4cac5a6af.jpg

 

Then we checked our TO Fuel and realized that we were short of 26 KG. Usually we cannot legally take off. But there is a trick that we can do to be able to take off: We always take 2 alternates (1 is enough according to the rules) and for the fuel calculations we enter the further away, in our case KISP. Our second alternate beeing KGLA we use it as our primary alternate and have a gain of 265 Kg so we are good to go. All that was my mistake when I ordered the fuel I did not round up the Block Fuel to the next 100 Kg but the Take Off fuel instead (3200 for 3300 Kg).

 

So, a normal take off with the gear retracting as it should be

5a322da0e4ec8_2GEARRETRACTING.thumb.jpg.55805c2108c0b45498c5f3329a6b2f8e.jpg

 

As it is the case most of the time in the U.S. we were cleared only at a lower altitude (13000') and cruise level 250 10 mn after departure

5a322e2fb4050_3CLEARFL250.thumb.jpg.4ba6e6dcc468ab40604ebd5590f19233.jpg

 

The wind was more or less that was forecasted and a bit strong

5a322e707b13c_4GOODBITOFWV.thumb.jpg.09aafe4fa68eb29014834c50341e6c5e.jpg

 

At a time we had up to 21° crabbing

5a322e917df32_521CRABBING.thumb.jpg.e63db9be5241629e0e9c2bd4d5d41bc9.jpg

 

Then we flew on the shores of Lake ERIE

5a322eef4e275_6LAKEERIE.thumb.jpg.84383f392dacfa6a161a1ca0f1cfd685.jpg

 

And it got a bit more cloudy

5a322f1bce8e0_7CLOUDY.thumb.jpg.1a2aa689638a2628838ad4887dfcd94f.jpg

 

We had to start our descent quite early and got a good bit of icing

5a322f8b95eb1_8ICING.thumb.jpg.dd5ff5b047f978716e3312b4ab804c32.jpg

 

We had to be level at 6000' about 150 Nm before destination due to traffic and there a good increase of fuel consumption and icing conditions

5a32300b06972_96000FTQUITELONG.thumb.jpg.5d3a3c01792f9eed5d429f8bac860b47.jpg

 

Approaching TETERBORO and NEW YORK in sight

5a32305d20c47_10APPROACHINGTETERNYINSIGHT.thumb.jpg.ee66893572f8a2a3a2193c908b25dfb3.jpg

 

Final on the ILS 22L NEWARK

5a323091213a1_11FINALILS22L.thumb.jpg.128142fa94238af519cec2e1ccb6c161.jpg

 

Taxing to the gate

5a3230bde2c7e_12TAXIINGTOTHEGATE.thumb.jpg.f008425c24fd9a52cb035af1426c914a.jpg

 

NEW YORK, NEW YORK !

5a3230e32c104_13NYNY.thumb.jpg.0342d385be806a255043167f9f489a25.jpg

 

Enclosed the documents explaining the fuel adjustments.

 

Getting ready to cross the pound soon.

 

JP

ATW #23 - KPIA KEWR.pdf

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We did not stay very long in NEW YORK as we started to move again at 1500 (GMT) on Thursday the 14th.

 

As soon as our passengers were in and lugguages and small cargo loaded we closed the main door

5a32fe73a1e6f_1CLOSINGDOOR.thumb.jpg.906b78bac97ac68b5f34a2ead12f1e7b.jpg

 

Starting to taxi and hold short of Z Rwy 22R 

5a32feb217628_2HOLDINGSHORTOFZ22R.thumb.jpg.b724f91405d0b3dfd5424d23ee6acaea.jpg

 

A long taxi for about 15 minutes, then took off, departure cleared to BREZY 11000'

5a32ff23e9c8f_3CLEAREDBREZY11000.thumb.jpg.541cdd9e1d24256de4ea692633afad8d.jpg

 

Some clouds but nothing to worry at the moment as we leave them behind us

5a32ff59bf2d9_4LEAVINGCLDSBEHINDUS.thumb.jpg.3fc5c9b264489c9d82f77208bb6c811c.jpg

 

Turning WP over ALBANY

5a32ff7b3cc60_5TURNOVERALBANY.thumb.jpg.2a2ade3efbb6760c6e6ea9a65d212ac2.jpg

 

Passing over the St Laurent river that we could barely see

5a32ffb0b182c_6OVERTHESTLAURENT.thumb.jpg.52d78b408eda1c57f6086fcb9a6f35cc.jpg

 

Quite a long trip of over 3 hours today and quite pleased to start our descent

5a32fff368ee0_7STARTINGOURDESCENT.thumb.jpg.daf0c60c9bd99dc4705a1ed585cd1ca2.jpg

 

So far the weather does not look so bad

5a33001d551a5_8SOFARWXNOTTOOBAD.thumb.jpg.940389c743e56744ffcdd9ce15705903.jpg

 

But few minutes later the story was a bit different

5a3300bf47508_9VERYQKCHANGEFROMNOTTOOBADTOQUITEBAD.thumb.jpg.d10296e5d97c981384b027f501cbc6cc.jpg

 

As we were landing on Rwy 26, we choose the BACK CRS Z and we should have choose the RNAV as the TACAN (DME) does not work for us. So a quick change to have our distance to the Rwy with the FMS and we are good to start our final descent

 

On final

5a33019a38ba5_10ONFINAL.thumb.jpg.100b53716aa4c4b45edfd7fa40257394.jpg

 

Touching down with a kind of sleet. As is saying a friend of mine: "It could be worse, it could be raining!!!)

5a3301fb51528_11ITCOULBEWORSEITCOULBERAINING.thumb.jpg.68383e0e103d74d862d311980b1e3494.jpg

 

Ariving to the stand with this sleet and the marshaller got a bit wet

5a330234e9cdc_12ONTHESTAND.thumb.jpg.fe47bc935de1ba9770bac274577f7119.jpg

 

Thats all for today with enclosed all the documents for this flight.

 

See you,

 

JP

 

 

ATW #24 - KEWR CYYR.pdf

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Friday 15th December from GOOSE BAY to NARSARSUAQ (CYYR / BGBW).

 

There are not much alternates available in Greenland so we choose KANGERLUSSAQ (BGSF) and we took 01h30 of extra fuel in case of something goes wrong  at BGBW to hold there as the weather forecast was quite allright for this time of the year. The only problem is that most of the procedures have to be done in daylight (12h13 - 30 mn to 17h43 + 30 minutes GMT) which does not give much latitude.

 

We started to board at GOOSE BAY slightly before 1400 GMT

5a361c0e5ebef_1BOARDINGINPROGRESS.thumb.jpg.74ec703daf7a27fae4a718deaf5cd8af.jpg

 

The snow started to accumulate on the plane

5a361c5aea63f_2ICETREATNEEDED.thumb.jpg.36c1081f0679522b5d3166ced52d3e76.jpg

 

We had to ask for a treatment

5a361c838448c_3ICETREATINPROGRESS.thumb.jpg.a5717ff1709d889b89d886a7dfb86e50.jpg

 

A soon as it was done we ask for pushback

5a361cb8c7e09_4PUSHBACK.thumb.jpg.d15ec2d03a010cdb2e794605b4b836ff.jpg

 

Cimbing in icing conditions

5a361cee94b87_5CLIMBINGINTHESNOW.thumb.jpg.bf78fdb245e8f674c598011d88118895.jpg

 

Then finally at our cruising level 250 we were above the clouds quite confortably

5a361d5a949b6_6FL250CRUISEABCLDS.thumb.jpg.20ffae76ba019191aaf123cf1d94705a.jpg

 

Nothing to mention during the cruise and we started our descent

5a361d9e0b817_7STARTINGDESCENT.thumb.jpg.2af40489d3dad56c221742e9b421ab00.jpg

 

The first islands in sight

5a361dd6bb76a_8APPDEST.thumb.jpg.ebda205ad0a962d4697fa362358981fb.jpg

 

The environment does not look too friendly in cas of emergency landing

5a361e07231cc_9NOTFRIENDLYENVIRONMENT.thumb.jpg.c32b9f437fc135e9a79874eb53984a16.jpg

 

We managed to be on the ground just on time before sunset

5a361e42a77b8_10ONTHEGROUNDJUSTONTIME.thumb.jpg.f2aecd0ca52ee2e095a715302e33f02b.jpg

 

Then deboarding at NARSARSUAK

5a361e934fb97_11DEBOARDING.thumb.jpg.6d910a25aafd926eb066cf73f2e7cd32.jpg

 

The approach there is quite special and you have to follow exactly the procedure due to the mountains everywhere. Quite an interesting experience. I had a friend of mine who landed there few years ago when he ferried a F27 across the Atlantic and he confirmed it was not a piece of cake.

 

Enclosed the Flight Logs and all documents.

 

JP

ATW #25 - CYYR BGBW.pdf

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Good logs JP, great pictures and good luck flying round via Greeland and Iceland. I opted again for the B767 across the Atlantic and am currently resting in Cork before flying on to Dublin and Liverpool.

 

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On Sunday the 17th, from BGBW to BIKF. Forecast not too nice with icing and turbulence but what can we expect at that time of the year.

 

I was expecting to do the ATW in 25 legs but in fact it would be 28 legs as I wanted to visit the Bay of Halong and on the way back a stop in Cork (EICK) as I was based there for quite sometime in the 70s and 80s and I had lot of fun there.

 

Starting to board in NARSARSUAQ around 1215 (GMT) as the daylight there does not last long in December

5a378c8e7f909_1BOARDINPROGRSSSUNRISE.thumb.jpg.55fc839315feb784ca9b962fa42b1aef.jpg

 

Again we have to ask for ice treatment due to the weather

5a378cb7c42b6_2ICETREATMENT.thumb.jpg.dbef508a915cdede4b449c9347bde427.jpg

 

Usually the take off should be on Rwy 24 but with a 20 Kt tailwind it was outside the aircraft possibilities so, as there was a good visibility and a 10 000' ceiling we decided to take off on 06.

5a378d778d195_3LINEDUP06.thumb.jpg.0f74a10f57e55fd49675d2c26a880236.jpg

 

The load was so light (only 22T) that we climbed out very quickly over the mountains

5a378da47c93d_4LIGHTWTCLMBSTRAIGHT.thumb.jpg.6edc52b0ef89dcff9a3101b2a16cef32.jpg

 

And reached FL250 in no time

5a378defa7578_5CRUISEFL250.thumb.jpg.4977c45dcd71472edac5616c92365212.jpg

 

Leaving the Greenland coast behind us

5a378e12eb7b6_6LEAVINGGROENLAND.thumb.jpg.d94945e5c7ddb987b6d1e4e3e6307fe8.jpg

 

At this time of the year the lighting is quite nice

5a378e3cdb862_7NORTHERNLIGHT.thumb.jpg.dcdf27e8ae2cd1871791c9ca8175bb0a.jpg

 

The cruise was very smooth but when we started our descent the weather deterioted as forecasted and we had to switch on the storm lights

5a378e7f2d220_8CBSSTORM.thumb.jpg.297bc2a198633b4d372bce769ab10bcf.jpg

 

CBs everywhere

5a378eb9a8e5b_9CBSEVERYWHERE.thumb.jpg.e3092ca41279bf6d2ae91702f4d553cb.jpg

 

Finally Iceland in sight

5a378ed68b82d_10ICELANDINSIGHT.thumb.jpg.78b56e6d9b5e64348e81478aaa956bbb.jpg

 

Final Rwy 28 KEFLAVIK

5a378f038a820_11FINAL28BIKF.thumb.jpg.ec03315fbcad8a2d75ce69b5305848f8.jpg

 

Deboarding

5a378f290f940_12DEBOARDING.thumb.jpg.b325f88f05bbcca4ab29855690b63103.jpg

 

Enclosed the flight documents

 

JP

ATW #26 BGBW - BIKF.pdf

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Hi JP, thanks for post. Just about to write up my diary for Monday when I flew on from Cork to Liverpool via Dublin. Happy days back in the Dash. Love the Majestic version of it. It reawakened my interest in MSFS, which had waned, when it came out a few years ago. And now flying it for this Aerosoft inspired RTW has been great fun. Learned so much more about it and the other tools (SimBrief, AuraSim and PlanG) which I'd never really used to any extent. After the pressure from London to Tokyo, planning and flying every day or every other day, it's been a lot less pressured having opted for the B767, with the big gaps for the Pacific and Atlantic crossings. I admire your determination for sticking with the Dash all the way. I don't think I would have completed sticking to the stage dates, but could have done if I'd pushed ahead. Happy (cold) landings, see you in London

James

 

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Wednesday the 20th December, time to move from Keflavik to Cork (BIKF / EICK) and looking at the METAR and TAF not a good idea to go to Cork but I have to go there in remembrance of the old flying days.

 

Starting to board at 07.45 (GMT)

5a3b5ec454b39_1BOARDINGINPROGRESS.thumb.jpg.6611226cf090cfd791ed16f7e2d75809.jpg

 

A bit of snow on the taxiway

5a3b5ee7def07_2TAXYINGONSNOW.thumb.jpg.2f89e6031ad28172289ffd5777c99a7c.jpg

 

Then lined upon 29, ready to go

5a3b5f03adc4b_3LINEDUPRWY19.thumb.jpg.cd41064786f0a23f3b52fbbf62cc330a.jpg

 

Waiting for quite a while to see a bit of sunrise

5a3b5f50cc924_4SUNRISE.thumb.jpg.26d48a9a5364382799a5ae681edd5d42.jpg

 

The weather quite good so far

5a3b5f6e8ef79_5IFLIKETHATORK.thumb.jpg.88eb47e960aaa60c5984102f7cc1bc8b.jpg

 

Not a single cloud over the Atlantic

5a3b5f8fdbb86_6NOTACLOUD.thumb.jpg.35000e473dddfef116a17187c914db62.jpg

 

A good bit of drift

5a3b5fba8d27f_7GOODX.thumb.jpg.387f43544c7b97f016815f0b9811005b.jpg

 

Over Ireland we see some lakes around Athlone

5a3b5fe36269e_8IRISHLAKES.thumb.jpg.241b2bd3b3f4086920e716132ea6234f.jpg

 

60 Nm to go

5a3b60b37eff8_960NMTOGO.thumb.jpg.234f83aeb42b6d85769f92061fc29f1a.jpg

 

Then the Kerry mountains just above the stratus

5a3b6095db683_10KERRYMOUNTAINSABVCLDS.thumb.jpg.0f90c673823927db67e7d41061cebd24.jpg

 

The question was with the RVR Rwy17 650 m, Fog, sct 100' and Bkn 200', do we divert now or do we go down and have a look. Quite accustomed to that type of weather in Cork, we decided to have a go and with the 2 ILS set pilot and co-pilot CATII our minima was 100'.

At 110' ready for the GA just saw the Rwy. Pity that the lights are not on with FSX. It would have been a good help.

5a3b621042069_11MNMINSIGHT.thumb.jpg.e00d0eda88387fc097c7257fc7f0b24b.jpg

 

And we went to our usual stand

5a3b625a6c8be_12PARKED1.thumb.jpg.7d1e3e01cc475cb72e33bd06427e2ee2.jpg

 

One last leg to go and the ATW in 80 days shall be done.

 

Enclosed plog, weather, TOLD.

 

JP

ATW #27 BIKF - EICK.pdf

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Hi JP, great sunrise pic in Iceland, to be swapped for the damp, drear conditions in Ireland. Cloud looks worse for you yesterday than it was when I flew out on Monday up to Dublin. Worst of the low cloud looks to be in SE England currently. Liverpool wasn't too bad when I left yesterday morning but it was not good at Biggin Hill on arrival. You may get better conditions at Southend which I overflew at 9000ft on the way in from JACKO.

Safe landings, James

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Last leg from Cork to Southend (EICK / EGMC)

 

The weather was not looking too good with this Anticyclone over Europe but we have to go to finish the trip

 

Nearly ready to start

5a3bae99a56df_2READYTOSTART.thumb.jpg.16443ba467ad6f5b595ea2d5d6729f98.jpg

 

Then taxi to Rwy 17

5a3baec0c9845_3TAXI.thumb.jpg.f561155ef4487e231153084bcd781cd4.jpg

 

Rotate

5a3baed4b675d_4ROTATE.thumb.jpg.c9612a7806eadca2c859f50be3dac57f.jpg

 

Maintaining 5000' during the SID just above the stratus

5a3baefe61436_5JUSTABVCLDS.thumb.jpg.aeb0c1f9f75f41a2a627639c73a458e6.jpg

 

Dublin below

5a3baf17cec0a_6OVERDUBLIN.thumb.jpg.f5e729333cb9233ae10dbfe652142f5d.jpg

 

Then Liverpool on the other side of the Irish sea

5a3baf4236afb_7LIVERPOOL.thumb.jpg.cf894dacf804089d6035627172516e4d.jpg

 

Beginning of the STAR SPEAR 2L

5a3baf7056811_8STARTINGSTARSPEAR2L.thumb.jpg.e7db508dc795a6b575b87d801309618b.jpg

 

Nearly ready to GA and suddenly the approach lights

5a3baf9d811e9_9INSIGHT.thumb.jpg.e0947e97b92de3bb84bee3f36d047635.jpg

 

The gate where we departed 80 days ago

5a3bafc7314c1_10GATE7.thumb.jpg.7b195d570485efe4f1403a0e2dcb6354.jpg

 

Deboarding at EGMC Gate 7

5a3baffd1b5f4_11LASTDEBOARDING.thumb.jpg.a1cb0aae6bd89c42a676934f41ffbb94.jpg

 

In case of I cannot make it to the Waldorf Hilton, cheers

5a3bb04b041a3_ATW80DAYS2017.thumb.JPG.75adc7fbbe3b98e69f3e04cc9c2c537d.JPG

 

A similar picture some 45 years ago but there you cannot see the Paddy bottle. The good stuff is already gone inside

5a3bb0e049aa9_CORK1973.thumb.jpg.7280bc425f1cb16ecdeebaa2e357e5b5.jpg

 

This ATW tour is finished now and I enjoyed every bit of it. The Majestic Q400 was perfect. PFPX very precise and the difference of fuel just around 2.5% in just less than 80 ... not days but hours.

 

Enclosed is the last log and flying documents for this leg and also a table with the distance, time, fuel.

 

Cheers my fellow flyers, we'll meet again.

 

JP

 

ATW #28 EICK - EGMC.pdf

ATW 80 DAYS.xlsx

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Hi JP, thanks for comment, sharing the drink in the cockpit and the picture of your setup. That's very impressive. I'm probably not going to post a picture of me at my Sony Vaio laptop, 2nd monitor (for Navigraph charts) and Logitech 3D Pro stick. It does the job (just), but FSX does run it at the limit with the chipset fan making more noise than the Dash 8 itself!

This adventure has been a great shared experience - good luck in the future,

James

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