Luiz Carlos Miguez Urbano Posted January 26 Author Share Posted January 26 In Jan 26th, early morning, i made a test flight with the DC6 in SIngapore to flight check all the maintenance that have been done at this place while I was making the round trip around the Java sea. Everything was perfect. I decided to land at Singapore Seletar airport, reposioning the DC6, to see to airport where I have been in 2004 making demo flights with an Embraer E170 for Singapore Airlines. So, just one hour after landing at Seletar, I was able to reinitiate the around the world trip with the DC6, going initially to Kuala Terengganu, in Malasia. On the following pics we can see both flights and Kuala Terengganu pics too. 1 - Simbrief route to reposition the DC6 in Singapore 2 - Departing Singapore Chengi airport 3 - Cruising to Seletar 4 - Over Singapore 5 - Landing at Seletar 6 - Simbrief route from Singapore Seletar to Kuala Terengganu 7 - Taxiing out at Seletar 8 - Taking off to Malasia 9 - Approaching Kuala Terengganu 10 - ILS approachat Kuala Terengganu 11 - Landed at Kuala Terengganu 12 - At ramp, Kuala Terengganu 13 - Kuala Terengganu p1 14 - Kuala Terengganu p2 15 - Kuala Terengganu p3 16 - Kuala Terengganu p4 1 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 27 Author Share Posted January 27 The stop at Kuala Terengganu (Kuala means estuary in malay, and Kota, which is also comun, is city) was quicky. So at mid-day thirty I took off to Bangkok. The weather was excellent with light wind all the way up to Bangkok. Pics: 1 - SimBrief route from Kuala Terengganu to Bangkok 2 - Departing from Kuala Terengganu 3 - Takeoff from Kuala Terengganu 4 - Initial climb 5 - Approaching Narathiwat in Thailand 6 - Cruising over Thailand 7 - Approaching Samui 8 - Arriving in Bangkok 9 - Bangkok sight 10 - Final at Rwy 03R in Bangkok 11 - Touching down in Bangkok 12 - At ramp, in Bangkok 13 - Bangkok p1 14 - Bangkok p2 15 - Bangkok p3 16 - Bangkok p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 27 Author Share Posted January 27 On Jan 27th, I just left Bangkok at 4:30 pm local, because are so many things and excellent food to be known at the thay capital. I went to Phnom Penh, Cambodia capital, where I arrived just before the sunset.The weather, as during the rest of this trip, up to now, was gogeous. Pics: 1 - SimBrief route from Bangkok to Phnom Penh 2 - Almost ready at Bangkok 3 - Bangkok takeoff 4 - Cockpit while taking off 5 - Leaving the pattern 6 - Bye bye to Bangkok 7 - End of the afernoon (17h12 local) 8 - Leaving Thailand, entering Cambodia 9 - Overflying Cambodia 10 - Approaching Phnom Penh 11 - Sunset at Phnom Penh 12 - Final for runway 23 13 - Another final angle 14 - Landed at Phnom Penh 15 - Phnom Penh ramp 16 - Phnom Penh p1 17 - Phnom Penh p2 18 - Phnom Penh p3 19 - Phnom Penh p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 28 Author Share Posted January 28 On Jan 28th, I departed Phnom Penh around 07:30 in the morning for a short flight to Ho Chi Minh city, former Saigon, in Viet Nam. It was a low level flight flown at 9,000 ft. There was VORs just at the origin and the destination, but with coverage during the whole flight. Pics follow: 1 - SimBrief route from Phnom Penh to Ho Chi Minh city 2 - Taking off from Phnom Penh 3 - Departing Cambodia 4 - Cruising at 9,000 ft 5 - Cruising over Cambodia 6 - Ho Chi Minh 45 nm ahead 7 - Over the frontier Cambodia Viet Nam 8 - Cruising over Viet Nam 9 - Arriving at Ho Chi Minh 10 - Ho Chi Minh airport ahead 11 - On runway 25L LOC 12 - Landing gears coming down 13 - Runway final 14 - Short final from the cockpit 15 - Landing side by side with an Airbus on the other runway 16 - Ho Chi Minh p1 17 - Ho Chi Minh p2 18 - Ho Chi Minh p3 19 - Ho Chi Minh p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 28 Author Share Posted January 28 After arriving at Ho Chi Minh (Jan 28, 8:30 am), we just refueled, picked up some catering and proceed to Da Nang, This flight was made at FL130 and took one hour and forty eight minutes. Pics: 1 - SimBrief route from Ho Chi Minh to Da Nang 2 - Taking off at Ho Chi Minh 1 3 - Taking off at Ho Chi Minh 2 4 - Leaving Ho Chi Minh 5 - Cruising at 13,000 ft 6 - Over Pleiku, Viet Nam 7 - 90 nm to Da Nang 8 - Initiating the descent 9 - Descending 10 - 20 nm to Da Nang 11 - Final runway 35L at Da Nang 13 - Landing at Da Nang 14 - At Da Nang ramp 15 - Da Nang p1 16 - Da Nang p2 17 - Da Nang p3 18 - Da Nang p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 29 Author Share Posted January 29 From Da Nang I departed to Hanoi on the same Jan 28th, in the afternoon. The weather was great during all the flight. Just arriving in Hanoi the cloud coverture increased and the visibility around the Hanoi airport was poor. At Hanoi airport I parked the DC6 on the same spot I parked an Embraer E170 that I flew to Hanoi in 2004, to show the aircraft to Air Vietnam airlines. I remember making several local demonstration flights around this airport, within a cloudy sky, always very limited by the vietnamese ATC. Some years later, a russian Sukhoi Superjet 100, an Embraer E170 competitor, making the same kind of demo flight to Air Vietnam, crashed on a mountain, not far from the Hanoi airport. Memories!! See pics: 1 - SimBrief route from Da Nang to Hanoi 2 - Starting #3 engine at Da Nang 3 - Starting #4 engine at Da Nang 4- All engines started at Da Nang 5 - Take off at Da Nang 6 - Departing Da Nang 7 - Cruising at 12, 000 ft 8 - Over Dong Hoi, Vietnam 9 - Cruising over Vinh, Vietnam 10 - Approaching Hanoi 11 - Final rwy 11R in Hanoi 12 - Landing 13 - At the same rampo spot where I parked an Embraer E170 in 2004 14 - Hanoi p1 15 - Hanoi p2 16 - Hanoi p3 17 - Hanoi p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 29 Author Share Posted January 29 On Saturday Jan 29th, I continued the around the world trip from Hanoi to Macao, in China. Never been in Macao, which I was curious to know due to the lond exposure they had to the portuguese culture, that nowadays persists on their old buildings and dresses used on festival days. The flight itself made at 17,000 ft up to the chinese boundary and at 5.100 m (16.730 ft) from then on, was under a beautiful sky, a little more cloudy than I was get used to, in this trip. Pics: 1 - SimBrief route from Hanoi to Macao 2 - At ramp. on a cloudy Hanoi 3 - Taking off from Hanoi 4 - Climbing over Vietnam 5 - Departing Hanoi 6 - Climbing to FL170 7 - Cruising over Nangang at 5,100 m 8 - Descending to Macao 9 - Descending from the cockpit 10 - Approaching Macao 11 - Final to runway 34 at Macao 12 - Final from the cockpit 13 - Final close up 14 - Landing close up 1 15 - Landing close up 2 16 - Landing close up 3 17 - Taxiing to the ramp 18 - Arriving at the ramp 19 - At the ramp close up 20 - At the ramp in Macao 21 - Macao p1 22 - Macao p2 23 - Macao p3 24 - Macao p4 1 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 30 Author Share Posted January 30 On Sunday Jan 30th, I proceed the around the world flight for the last leg of this phase of the trip: Hong Kong. Finally reaching it one day before the Jan 31st deadline. Although the distance from Macao to Hong Kong is a mere 20 nm, it took me 50 minutes to cover around four times more distance due to ATC requirements. The weather was nice more with more than 50% of the sky clustered by cumulus. So I was finally back to Hong Kong, where I have beem, with a friend of mine, another Embraer instructor. We went there, coming, by bus, from Guangzhou, where we have been training China Southern pilots, flying the E145. It is an amazing place. Well organized, clean, and absolutely full of people. 1 - SimBrief route from Macao to Hong Kong 2 - Taking off from Macao 3 - Leaving Macao 4 - Take Off from the cockpit 5 - Climbing to 1,500 m 6 - Cruising between cumulus 7 - Arriving in Hong Kong 8 - Hong Kong 9 - Final ILS rwy 25L 10 - Final from the cockpit 11 - Short final 12 - Outside close 13 - Landing 1 14 - Landing 2 15 - Landing 3 16 - Taxiing to the ramp 17 - At the Hong Kong ramp 18 - Hong Kong p1 18 - Hong Kong p1 18 - Hong Kong p1 2 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 31 Author Share Posted January 31 Hong Kong pics: 1 - Hong Kong p1 2 - Hong Kong p2 3 - Hong Kong p3 4 - Hong Kong p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 31 Author Share Posted January 31 Once in Hong Kong, with some extra time, I left the DC6 having a rest there and went to a brief China tour, to airports I have been training China Southern pilots to fly the Embraer E145 they bought in 2003. The circuit started at Hong Kong going northeast to Chaozhou (159 nm out), then to Guangzhou, known as Canton (of famous food), 175 nm to the west, then to Nanning 289 nm west of Guangzhou, where I did dozens of airport touch and goes, with several China Southern pilots. As they did not speak any language but mandarin, there was a english-chinese translator in the jump seat, to take care of the understanding (or misunderstanding?). Most of the time, the translator was a woman, very much afraid to fly and knowing absolutely nothing of aviation terms. Quite a dreadful and, sometimes, hilarious, situation. From Nanning the circuit proceeds to Chengdu, of infamious weather, by the time I flew there. This is a 530 nm to the north-northwest. Then, finally, the return leg to Hong Kong, a 725 nm trrip to the southeast. I decided to use the excellent Bombardier CRJ700, made by Aerosoft, under Garuda Indonesian Airlines livery, for I could not find any chinese livery for this aircraft. Pic shows the circuit map: Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted January 31 Author Share Posted January 31 So, in the Jan 30th afternoon I left Hong Kong flying a CRJ700 to Chaozhou, where in 2003 and 2004, I did many revenue line flights from Guangzhou. I remember being finger shown, while seated in an China Southern E145 cockpit left seat, by the chinese passengers on line to enter the airplane, apparently not at easy to see a foreign acting as they pilot. Pics: 1 - Simbrief route from Hong Kong to Chaozhou 2 - At Hong Kong Int´l being prepared to depart to Chaozhou 3 - Push back at HK 4 - Ready for takeoff at Rwy 07R 5 - Aloft at HK 6 - Climbing around Hong Kong 7 - Old Hong Kong airport (Kai Tak) can be seen 8 - Still seeing Kai Tak airport 9 - Using the Head Up Display 10 - Cruising at 7,500 m 11 - Seeing from below 12 - Approaching Top Of Descent 13 - Descending 14 - On ILS approach at Chaozhou 15 - Final rwy 04 from the cockpit 16 - On the ground at Chaozhou 17 - Chaozhou p1 18 - Chaozhou p2 19 - Chaozhou p3 20 - Chaozhou p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 1 Author Share Posted February 1 in the morning of Jan 31st, I departed Chaozhou to Guangzhou, known by the world previously as Canton, which is one of the biggest China Southern hubs In Guangzhou I stayed for several three weeks periods to familiarize China Southern pilots with their new Embraer E145 regional jets, in 2003 and 2004. It was a big cultural clash. The way the companies deal with their employees in China is unthinkable for us, in the west. To begin with their pilots, for instance, do not own their licenses. Their licenses belong to the company, so if some pilot leaves its company he is no longer a pilot! The stewardesses, once finished their daily flight, had to proceed for the guarded company building, and stay there until their next flight. They can´t leave that building, that has everything they eventually need, like laundries, food shops, restaurants and medical facilities. Like in heaven! Chaozhou Guangzhou pics: 1 - SimBrief route from Chaozhou to Guangzhou 2 - Ready to T Offat Chaozhou 3 - Taking off with HUD 4 - Initial climb 5 - Finding the top 6 - Climbing 7 - Cruising at 10,400 m, metric airway altitude 8 - Descending 9 - Approaching Guangzou 10 - Approaching Guangzou from the cockpit 11 - Over Guangzhou 12 - Landing gear coming down 13 - Rainbows on final approach 14 - Over the runway 15 - Taxiing at Guangzhou 16 - Guangzhou ramp 17 - Guangzhou p1 18 - Guangzhou p2 19 - Guangzhou p3 20 - Guangzhou p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 1 Author Share Posted February 1 in the afternoon of Jan 31st, I left Guangzhou to go to Nanning, where many years ago I instructed Chine Southern pilots flying the Embraer E145. I remember one pilot impressed me so much, because he was extremely nervous, shaking all the time. Unbelievable. I though he could have a heart attack any moment. He survived the training, but I have never heard of him anymore. Flight pics: 1 - Simbrief route from Guangzhou to Nanning 2 - Departing Guangzhou 3 - HUD ready for take off 4 - Just after takeoff 5 - Initial climb 6 - Still over Nanning 7 - Climbing 8 - Cruising at 10,400 m 9 - Descending to Nanning 10 - Descending(seeing from the cockpit) 11 - Initiating landing procedure 12 - Final ILS 13 - Rainbows ahead 14 - Landed in Nanning 15 - Nanning p1 16 - Nanning p2 17 - Nanning p3 18 - Nanning p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 2 Author Share Posted February 2 In the morning of Feb 1st, I left Nanning to Chengdu to remember the airport that, by the time I hav been there was under an inclement weather. Fortunately, this time the weather was much better. Pics; 1 - SimBrief route from Nanning to Chengdu 2 - Taking off from Nanning 3 - Just after takeoff 4 - From teh cockpit 5 - Climbing after clearing the clouds 6 - Approaching cruise level of 10,400 m 7 - Cruising 8 - Strong left wind of 107 kt 9 - Snow on the ground 10 - Beggining of descent 11 - Still descending 12 - Approaching Chengdu 13 - Final of runway 02R at Chengdu 14 - Short final 15 - Landing at Chengdu 16 - At Chengdu gate 17 - Chengdu p1 18 - Chengdu p2 19 - Chengdu p3 20 - Chengdu p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 2 Author Share Posted February 2 Finally, in the late afternoon of Feb 1st I left Chengdu to Hong Kong, for the following day I should leave Hong Kong to proceed on the around the world flight, with the DC6. This flight when at lower altitudes had many clouds and some turbulence, otherwise it was pleasant. Pics 1 - SimBrief route from Chengdu to Hong Kong 2 - Ready for takeoff at Chengdu 3 - Just after takeoff 4 - Initial climb 5 - Still climbing to 11,300 m of height 6 - Rainy clouds 7 - Climbing 8 - Cruising at 11,300 m (FL371) 9 - Approaching Pingzhou, maintaining 11,300 m 10 - Nearing Hong Kong at sunset 11 - Landing at Hong Kong 12 - Hong Kong p5 13 - Hong Kong p6 14 - Hong Kong p7 15 - Hong Kong p8 1 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 3 Author Share Posted February 3 In the morning of Fev 2nd, 22 (2/2/22), the Panair do Brasil DC6 left Hong Kong to Taipei, Taiwan. It was a two hours and five minutes flight, flown initially at 4,500 m of altitude, using the chinese metric airways, then at the level 150 (15,000 ft), when at the taiwanese airspace. The DC6 is behaving nicely. Pics 1 - SimBrief route from Hong Kong to Taipei 2 - Early morning at Hong Kong airport 3 - Taxiing to runway 07L 4 - Just after takeoff 5 - Climbing over Hong Kong 6 - Bye bye Hong Kong 7 - Still over Hong Kong 8 - Cruising at 4,500 m 9 - Approaching Shantou, not far from Chaozhou 10 - Approaching Taiwan 11 - Initiating descent 12 - Entering final for Taipei airport 13 - Short final Rwy 05L 14 - Runway in sight 15 - Bad visibility 16 - Nearing touch down 17 - Nearing touch down, another angle 18 - Taipei p1 19 - Taipei p2 20 - Taipei p3 21 - Taipei p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 3 Author Share Posted February 3 Just hours after Taipei landing, I was ready to depart to Shanghai Hongqiao airport, where I have been to deliver a brand new Embraer Legacy in 2003, finishing a flight that started at the Embraer factory, in S Jose dos Campos, Brazil, where the aircraft was made. Today´s flight was make, initially at FL130, and then at 3,900 m, over China. Pics: 1 - SimBrief route from Taipei to Shanghai 2 - Ready to taxi at Taipei 3 - Taxiing to runway 05R 4 - Ready to takeoff 5 - Initial climb 6 - Climbing in a cloudy sky 7 - Crusing over East China sea 8 - Approaching China 9 - Over China at 3,900 m 10 - Mountainous China between Dongshan and Shangzhou 11 - Descending in the middle of the rainbow 12 - Approaching Shanghai 13 - Landing gear coming down 14 - Final to Hongqiao 15 - From the cockpit 16 - Short final 17 - On the ground at Shanghai 18 - Taxiing to the gate 19 - Shanghai p1 20 - Shanghai p2 21 - Shanghai p3 22 - Shanghai p4 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 3 Author Share Posted February 3 Feb 3rd, around 11 am local, i left Shanghai to Nagasaki, in Japan. I made the route, as always, just using VORs, for there is no GPS on this DC6. The route was direct to Jeju island, to see that beautiful place in South Korea. The idea was to overflight the Seongsan formation, a very old small vulcan crater, nowadays a famous turistic atraction, which I did to profit th excellent aerial view. The arrival at Nagasaki was also turistic. The airport stays on a man-made island, and is very beautiful.Pics 1 - SimBrief route from Shanghai to Nagasaki 2 - At Shanghai ramp 3 - Ready for takeoff 4 - Taking off 5 - Over Shanghai 6 - Still over Shanghai 7 - Initial climb 8 - Leaving China 9 - Cruising at 3,550 m over East China sea 9 - Descending to overfly Jeju Island, South Korea 10 - Approaching Jeju Island 11 - Over Jeju Island 12 - Hallasan moutain in the background, 6,200 ft height 13 - Approaching Seongsan Sunrise peak 14 - Seongsan Sunrise peak from the cockpit 15 - Seongsan Sunrise peak 16 - Leaving Jeju to Japan 17 - Approaching Japan 18 - Nagasaki ahead 19 - Short final in Nagasaki 20 - Landing in Nagasaki 21 - Seongsan Sunrise peak, at Jeju 22 - Jeju island 23 - Nagasaki p1 24 - Nagasaki p2 25 - Nagasaki p3 26 - Nagasaki p4 1 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 4 Author Share Posted February 4 On the same day, Feb 3rd,in the afternoon, just after less than two hours in Nagasaki, I proceeded to Hiroshima. The flight was uneventful. Hiroshima is by the sea but its airport is far from the coast and its altitude is a little more than 1,000 ft. Pics follows: 1 - SimBrief route from Nagasaki to Hiroshima 2 - Departing Nagasaki 3 - Taking off 4 - Turning to the northeast 5 - Initial climb 6 - Approaching Hiroshima 7 - Intercepting the ILS 8 - Long ILS final 9 - Final ILS 10 - Final from the cockpit 11 - Landed at Hiroshima 12 - Stopping the engines 13 - Hiroshima p1 14 - Hiroshima p2 15 - Hiroshima p3 16 - Hiroshima p4 1 Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 4 Author Share Posted February 4 Next day, Feb 4th, I proceeded from Hiroshima to Tokyo Haneda, the nearest civil airport to Yokohama, our original goal, an almost two hours flight and not so easy navigation. for in Japan, VORs are not their strongest way to navigate. It seems they have more Tacans than VORs. So, you have plenty of DMEs, but few radials. Anyway, I could find Haneda airport under good visual conditions. Pics: 1 - SimBrief route from Hiroshima to Tokyo Haneda 2 - Departing hilly Hiroshima 3 - Hiroshima, on the background 4 - Climbing on route 5 - Over industrial Japan 6 - Crusing over Osaka 7 - Cruising at 17,000 ft, abeam Nagoya 8 - Approaching Shizuhama 9 - Almost over Yaizu 10 - Over Yokohama, by the Tokyo bay 11 - Yokohama, in the back ground 12 - Tokyo 12 - Haneda airport ahead 13 - Over Haneda 14 - Preparing to intercept final at Haneda 15 - Tokyo and its bay 16 - Final ILS 19 - Set for landing 20 - ILS for runway 16L, at Haneda 21 - Haneda ahead 22 - Short final 23 - Busy airport 24 - Contacting ground control 25 - At Haneda ramp 26 - Tokyo p1 27 - Tokyo p2 28 - Tokyo p3 29 - Tokyo p4 1 1 Link to comment Share on other sites More sharing options...
Jeff W Posted February 7 Share Posted February 7 Great shots over Tokyo. Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 8 Author Share Posted February 8 The week end of Feb 5 and 6th, was spent reviewing the amazing capital of Japan. First time I have been there was in 1979. I went there flying an Embraer E110 Bandeirante. This flight started at Embraer plant in S Jose dos Campos, Brazil, and during several days proceed through Africa, Europe, The Middle East, India, South East Asia, and Indonesia, to enter in Japan at Naha. Okinawa. Then, Sony Aviation was the Embraer dealer in Japan, and Sony decided to have one of their pilots aboard to add us flying over Japan, first of all to Tokyo, then during several flights inside their country, for most of th air traffic controllers on small locations in Japan, did not speak english. We flew almost 900 nm from Naha to Tokyo, on a direct flight (this Bandeirante where equipped with a 1,000 liters ferry tank inside the passenger cockpit). At Tokyo, we were supposed to land at an old Tokyo airfield, with no instrument approach. The weather was good but we could not made contact with the airport, in english and not even in japanese. The Sony pilot told me to land anyway, which I did. On the ground, the first person we met was the tower controller, that was very ashamed not to answer our eventual radio calls. He explained that as the wind was at 15 kt, he was not allowed to stay at the 20 m high wooden tower, that was oscillating. He told us that the community around the airfield want to have its operations stopped, and so far have succeded to stop any kind of required maintenance for the airport. The refueling of the Bandeirante was made directly from barrels, using manual pumps. Fuel trucks were not allowed too. Memories. During the Sunday Feb 6th, I studied the next trip goal: Yokohama (Tokyo Haneda) to San Francisco (KSFO). Considering just the navigation, and considering that my DC6 does not have GPS, the route from Japan, through Russia, Alaska and Canada to the USA is the most convinient one. Although, this time of the year, the weather can be very hard, due to the cold in this region. But I also checked how is the situation of several island airfields on the Pacific itself. Johnston island, for example, well used during the last century, was shut down in 2005. While making this research, I found out, while checking Wake island airfield, that this airport was used by the brazilian airline Real Airlines, around 1961, on a weekly flight from S Paulo to Tokyo, using Douglas DC6B aircraft! Amazing! This information finished all the route research: I had to repeat the Real flight from Tokyo to USA. Then, they did Tokyo - Wake island - Honolulu - Los Angeles. In my case I will substitute Los Angeles for San Francisco, which is our present goal. I found a Real livery for the DC6B, so as a tribute for Real Airlines, I will repeat their flight, using their original time schedule to compare with the PMDG DC6B performance. Follows the trans-pacific routes I intend to do and the 1961 Real Airlines schedule for these routes. Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 8 Author Share Posted February 8 During the flight planning to go with the DC6B from Tokyo to San Francisco via the Pacific Ocean routes, I decided to use just dead reckoning navigation. As this DC6B is not GPS equipped, the alternative was to use celestial navigation, with which I had a good training some months ago, but which is so labor intense that the chance of commiting errors is quite big. On the other hand, navigating with dead reckoning methods, using the very precise weather info, we can have nowadays, seemed to me to have bigger advantages, which after the first leg from Tokyo to Wake Island showed it worked. After 6 hours and 8 minutes flying from Tokyo, I received the first Wake island VOR signal, showing that I was 129 nm from Wake, on a radial about 23 degrees to the north of the correct inbound radial. On other words, I was 50 nm to the north of the correct orthodromic route from Tokyo to Wake Island. This was an error of only 1.7 degrees from Tokyo to that position, which was really very small. So I just had to modify the aircraft heading to fly direct to the AWK VOR to proceed. The full flight was made in 6 hours 49 minutes, (condidering a long VOR approach) while the SimBrief planning showed a 6 hours 32 minutes flight. I was happy with the navigation decision and with theflight as a whole. As the idea was to repeat the Real Airlines schedule, I departed Tokyo Haneda at 3 pm, local time, to land in Wake Island just after 1 am, so gaining some minutes on their schedule. Nice. Wake Island was in the dark, under a starry sky, with very few artificial illumination, giving a good idea how it was back in 1961, when Real operated there. Another excellent and unexpected immersion we can have nowadays, flight this amazing simulator. Flight pics: 1 - SimBrief route from Tokyo to Wake Island 2 - At Haneda ramp prepaaring to depart to Wake Island 3 - Taxxning out in Haneda 4 - Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 8 Author Share Posted February 8 4 - Ready to takeoff at Rwy 34R 5 - Taking off with water injection on the engines (see panel green lights on) 6 = Turning to the Pacific 7 - Overflying Kisarazu 8 - End of the afternoon, one and half hours after takeoff 9 - End of the afternoon, from the cockpit 10 - Over the Pacific at 11.000 ft 11 - Sunset from the pax cabin 12 - Navigator place 13 - Navigator place 14 - Cockit two hours after takeoff 15 - Flying by the moon 16 - After sunset 17 - Under the stars 18 - Three hours and five minutes of flight 19 - Five hours and thirty five minutes of flight (13,000 ft of altitude) 20 - Moon in the west 21 - Moon setting at 110 nm to Wake Island 22 - 00h35Z 74 nm to Wake Island (still at 13,000 ft of altitude) 23 - Wake Island insight 24 - Over a quite dark Wake Island 25 - Initiating VOR procedure over Wake Island 26 - Wake runway 28 in front 27 - Nearing Wake Island runway 28 28 - Landing at Rwy 28 Wake Island at 01Z04 29 _ Taxiing to the ramp Link to comment Share on other sites More sharing options...
Luiz Carlos Miguez Urbano Posted February 13 Author Share Posted February 13 Having the leg from Tokyo been started in the afternoon of Monday Feb 7th, it arrived at Wake Island in the early morning of Feb 8th. The Real Airlines schedule would depart to Honolulu, one hour after the arrival to Honolulu, but I decided to stay some days in Wake to stroll along the atoll and, eventually, know the place already famous for the happenings of the second world war. Just three months before the Pearl Harbor Japanese attack, the US decided to improve the naval station at Wake Island, then just an airstrip to support the Pan American flying boats that crossed the Pacific ocean. So, about 60 marines and 100 civilian workers were send there to make accomodations and new facilities. Weeks after the Pearl Harbor attack, when Wake Island already were equipped with 12 US Navy fighters and around 1,600 men, among those more then 1,100 civilian contractors, the Japanese Navy invaded the island with overwhelming forces and stayed there until the end of the war in 1945, for the US decided the island was not essencial for its strategic to win the war against Japan. The americans, war prisioners, were used as slaves workers by the japanese, on several combat fronts, but more than a hundred were maintained at Wake. Then in 1943 the "massacre of Wake" happened, the text below describes this awful story: "On 5 October 1943, American naval aircraft from Lexington raided Wake. Two days later, fearing an imminent invasion, Japanese Rear Admiral Shigematsu Sakaibara ordered the execution of the 98 captive American civilian workers who had initially been kept to perform forced labor. They were taken to the northern end of the island, blindfolded and executed with a machine gun. One of the prisoners (whose name has never been discovered) escaped, apparently returning to the site to carve the message "98 US PW 5-10-43" on a large coral rock near where the victims had been hastily buried in a mass grave. The unknown American was recaptured, and Sakaibara personally beheaded him with a japanese sword (katana). The inscription on the rock can still be seen and is a Wake Island landmark." Follow Wake pics, including the famous "98 rock" that is still there nowadays. 1 Link to comment Share on other sites More sharing options...
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