Jump to content

Miguez Flight Dairy


Recommended Posts

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

 

SimBrief route from Singapore Changi WSSS to Singpore Seletar WSSL.jpg

1 DEp WSSS.jpg

Cruis to Seletar.jpg

Over Singa.jpg

final 03.jpg

SimBrief route from Singapore WSSS to Malacca WMKN.jpg

At Kuala ramp.jpg

2 TOff.jpg

Kuala Terengganu p1.jpg

2 Taxiing out WSSSL.jpg

App Kuala Terengganu.jpg

Kuala Terengganu procedur.jpg

Landed at Kuala.jpg

Kuala Terengganu p2.jpg

Kuala Terengganu p3.jpg

Kuala Terengganu p4.jpg

  • Like 1
Link to comment
Share on other sites

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

Simbrief route from Kuala Terengganu to Bangkok.jpg

1 Dep Kuala Terengganu.jpg

2 T off.jpg

3 Init Climb.jpg

4 App Narathiwat, Thailand.jpg

5 Cruising over Thailand.jpg

6 App Samui.jpg

8 Bangkok.jpg

9 Bangkok.jpg

10 Ldg Bangkok 03R.jpg

11 Bangkok.jpg

12 Bangkok ramp.jpg

Bangkok p1.jpg

Bangkok p2.jpg

Bangkok p3.jpg

Bangkok p4.jpg

Link to comment
Share on other sites

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

1 Being prep.jpg

SimBrief route from Bangkok to Phnom Penh.jpg

2 T Off.jpg

3 Cock T Off.jpg

4 T Off.jpg

5 Bye bye Bangkok.jpg

6 End of the afternoon 17h12 local.jpg

7 Leaving Thailand entering Cambodia.jpg

8 Cambodia.jpg

9 App Phnom Penh.jpg

10 Sunset at Phnom Penh.jpg

11 Final Rwy 23 in Phnom Penh.jpg

12 Ldg PP.jpg

13 Ldd at PP reverses on.jpg

15 AT ramp PP.jpg

Phnom Penh p1.jpg

Phnom Penh p2.jpg

Phnom Penh p3.jpg

Phnom Penh p4.jpg

Link to comment
Share on other sites

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

SimBrief route from Phnom Penh to Ho Chi Minh.jpg

1 TO PP.jpg

2 CR at 9,000 ft.jpg

2 TO pp.jpg

4 cruis over cambodia.jpg

5 Ho Chi Minh 45 nm a frente.jpg

6 Frontier Cambodia Viet Nam.jpg

7 Viet Nam.jpg

8 Ho Chi Minh.jpg

9 App Ho Chi Minh airport.jpg

10 On LOC Rwy 25L.jpg

11 Ldg Gear dwn.jpg

12 Final H C M.jpg

13 Short Fin HCM.jpg

14 Landing side by side with Airbus.jpg

Ho Chi Minh p1.jpg

Ho Chi Minh p2.jpg

Ho Chi Minh p3.jpg

Ho Chi Minh p4.jpg

Link to comment
Share on other sites

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

 

SimBrief route from Ho Chi Minh to Da Nang.jpg

1 TO Ho Chi Minh.jpg

2 TO Ho Chi Minh.jpg

3 Leav HCM.jpg

4 Cruising at FL130.jpg

5 Over Pleiku, Viet Nam.jpg

6 90 nm to Da Nang.jpg

7 Init descent.jpg

8 Desc.jpg

9 20 nm to Da Nang.jpg

10 Final Rwy35R at Da Nang.jpg

11 Ldg Da Nang.jpg

12 At Da Nang ramp.jpg

Da Nang p1.jpg

Da Nang p2.jpg

Da Nang p3.jpg

Da Nang p4.jpg

Link to comment
Share on other sites

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

 

SimBrief route from Da Nang to Hanoi.jpg

1 Starting engines at Da Nang.jpg

2  Starting engines at Da Nang.jpg

4 All eng running.jpg

5 TOff.jpg

6 Dep.jpg

7 Cruising at 12,000 ft.jpg

8 Over Dong Hoi, Viet Nam.jpg

10 Over Vinh, Vie Nam.jpg

11 Appr Hanoi.jpg

Final Rw11R Hanoi.jpg

13 LDG.jpg

15 At ramp Hanoi.jpg

Hanoi p1.jpg

Hanoi p2.jpg

Hanoi p3.jpg

Hanoi p4.jpg

Link to comment
Share on other sites

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

SimBrief route from Hanoi to Macau.jpg

1 Ramp in Hanoi.jpg

2 T Off Hanoi.jpg

3 Climb over VN.jpg

3 Dep Hanoi.jpg

4 Climbing.jpg

6 Cruis over Nangang, China at 5,100 m.jpg

7 Descending to Macao.jpg

8 Desc 35 nm to Macao.jpg

10 App Macao.jpg

11 App Macao final.jpg

12 Macao R34.jpg

20 Final.jpg

21 Ldg.jpg

22 Ldg.jpg

23 ldd.jpg

14 Taxiing Macao.jpg

15 Taxiing Macao.jpg

25 Pkd.jpg

15 Ramp Macao.jpg

Macao p1.jpg

Macao p2.jpg

Macao p3.jpg

Macao p4.jpg

  • Like 1
Link to comment
Share on other sites

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 Leaving Macao.jpg

1 Dep Macao.jpg

SimBrief route from Macao to Hong Kong.jpg

3 T Off Macao.jpg

4 Climb to 1,500 m.jpg

5 Cruis at 1,500 m.jpg

6 Arriv HK.jpg

7 HK.jpg

8 Final ILS 25L HK.jpg

9 Final 25L.jpg

10 Final.jpg

20 Final.jpg

21 Ldg.jpg

22 Ldg.jpg

23 ldg.jpg

11 Tx in HK.jpg

12 At ramp HK.jpg

  • Like 2
Link to comment
Share on other sites

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:

Rota Hk Chaozhou Guangzhou Nanning Chengdu HK.jpg

Link to comment
Share on other sites

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

 

SimBrief route Hong Kong Chaozhou.jpg

VHHH being prep to go to Chaozhou.jpg

2 Being pushed back in HK2.jpg

3 Rdy TO.jpg

4 TO.jpg

5 Climb.jpg

6 Old Hong Kong Apt (Kai Tai).jpg

7 H K.jpg

8 HUD.jpg

9Cruising at 7,500 m.jpg

10 Cruis at 7,500 m.jpg

11 App TOD.jpg

12 Desc.jpg

13 ILS app to Chaozhou.jpg

14 Final Rwy04.jpg

16 LDD.jpg

Chaozhou p1.jpg

Chaozhou p2.jpg

Chaozhou p3.jpg

Chaozhou p4.jpg

Link to comment
Share on other sites

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

SimBrief route from Chaozhou to Guangzhou.jpg

1 Rdy TO.jpg

2 T Off.jpg

3 Initial cm=limb.jpg

4 Reaching the top.jpg

5 Climb.jpg

6 Cruising at 10,400 m.jpg

7 Descending.jpg

8 App Guangzhou.jpg

9 App GUang.jpg

10 Over GGG.jpg

11 Ldg G Down.jpg

12 @ rainbows ahead on final.jpg

13 ldgggg.jpg

14 TXiing.jpg

15 At GGG.jpg

Guangzhou p3.jpg

Guangzhou p1.jpg

Guangzhou p2.jpg

Guangzhou p4.jpg

Link to comment
Share on other sites

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

 

SimBrief route Guangzhou Nanning.jpg

1 Dep GGG.jpg

2 TOff.jpg

3 T Off.jpg

4 Init clb.jpg

5 Dep.jpg

6 Clmb.jpg

7 Crui at 10,400 m.jpg

8 Desc.jpg

9 Desc.jpg

11 Init proc.jpg

12 Final ILS.jpg

13 Final with rAINBOW.jpg

15 lDD IN nn.jpg

Nanning p1.jpg

Nanning p2.jpg

Nanning p3.jpg

Nanning p4.jpg

Link to comment
Share on other sites

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

SimBrief route Nanning Chengdu.jpg

1 To Nanning.jpg

2 T off.jpg

3 T Off.jpg

4 Climb.jpg

5 App Cruise level 10,400 m.jpg

6 Cri 10,400 m.jpg

7 Strong left wind 107 kt.jpg

8 Snow on the ground.jpg

9 Beginning descent.jpg

10 Still desc.jpg

11 App Chengdu.jpg

12 Final Rwy 02R atChengdu.jpg

13 Final 02R.jpg

14 dl uu.jpg

13 Final 02R.jpg

15 At UU gate.jpg

Chengdu p1.jpg

Chengdu p2.jpg

Chengdu p3.jpg

Chengdu p4.jpg

Link to comment
Share on other sites

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

 

 

SimBrief route from Chengdu to Hong Kong.jpg

1 Rdy TOff.jpg

2 TO from Chengdu.jpg

3 Climbing.jpg

4 Climb.jpg

5 Rainy clouds.jpg

6 Climbg.jpg

7 Cruising at 11,300 m FL371.jpg

8 Appr Pingzhou 11,300 m.jpg

9 App VHHH at sunset.jpg

10 LDL VHHH.jpg

Hong Kong p5.jpg

Hong Kong p6.jpg

Hong Kong p7.jpg

Hong Kong p8.jpg

  • Like 1
Link to comment
Share on other sites

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

 

SimBrief route from Hong Kong to Taipei.jpg

1 VHHH Ramp.jpg

2 Taxiing out.jpg

3 Took off.jpg

4 Climb over HK.jpg

5 Bye Bye HK.jpg

6 Leaving HK.jpg

7 Cruising at 4,500.jpg

8 App Shantou near Chaozhou.jpg

10 Taiwan ahead.jpg

11 Descending.jpg

12 Entering final Taipei Rwy 05R.jpg

13 Short final.jpg

14 Runway in sight.jpg

15 Bad visi.jpg

16 Ldg at Taipei.jpg

17 Ldg 2.jpg

Taiwan p1[.jpg

Taipei p2.jpg

Taipei p3.jpg

Taipei p4.jpg

Link to comment
Share on other sites

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

 

 

SimBrief route Taipei Shanghai.jpg

1 Rdy to taxi Taipei.jpg

2 Taxiing out.jpg

3 RDy TO Rwy 05R Taipei.jpg

4 Initial climb.jpg

5 Climbing.jpg

6 Cruising over the sea.jpg

7 Approaching China.jpg

8 Over China Cruising at 3,900 m.jpg

9 China between Dongshan e Shengzhou.jpg

10 DESCEND.jpg

11 aPPR sHANGHAI.jpg

12 lDG GEAR COMING DOWN.jpg

13 Final ILS Rwy 36R at Hongqiao.jpg

14 Final from cockpit.jpg

15 Final.jpg

16 On the ground.jpg

17 Taxiing to the gate.jpg

Shanghai p1.jpg

Shanghai p2.jpg

Shanghai p3.jpg

Shanghai p4.jpg

Link to comment
Share on other sites

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

 

SimBrief route Shanghai to Nagasaki.jpg

1 At Shanghai ramp.jpg

2 Rdy TO.jpg

3 TO.jpg

4 Shanghai apt.jpg

5 Shanghai.jpg

6 Shanghai.jpg

7 limbing.jpg

8 Cruising at 3,550 m over East China sea.jpg

9 Beginning descent to Jeju.jpg

10 Appr Jeju.jpg

11 Over Jeju.jpg

12 Jeju.jpg

13 App Seongsan Sunrise Peak.jpg

14 Seongsan Sunrise Peak.jpg

15 Seongsan Sunrise Peak.jpg

16 Leaving Jeju to Fukue.jpg

17 App Japan.jpg

18 Nagasaki ahead.jpg

19 Short final Nagasaki.jpg

20 Ldg at Nagasaki.jpg

Jeju p1.jpg

Jeju p2.jpg

Nagasaki p1.jpg

Nagasaki p2.jpg

Nagasaki p3.jpg

Nagasaki p4.jpg

  • Like 1
Link to comment
Share on other sites

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

 

SimBrief route Nagasaki Hiroshima.jpg

1 Dep Nagasaki.jpg

2 TO.jpg

3 TO.jpg

4 Initial climb.jpg

5 App Hiro.jpg

6 App Hiro.jpg

7 Long ILS final at Hiro.jpg

8 Final ILS Rwy 10 Hiro.jpg

9 Hiro final cockpit.jpg

10 Ldd at Hiro.jpg

11 Stopping eng.jpg

Hiroshima p1.jpg

Hiroshima p2.jpg

Hiroshima p3.jpg

Hiroshima p4.jpg

  • Like 1
Link to comment
Share on other sites

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

SimBrief route Hiroshima Tokyo Haneda.jpg

1 Dep Hiroshima.jpg

2 Leaving Hiroshima.jpg

3 Climbing on route.jpg

4 Climbing over industrial Japan.jpg

5 Cruising over Osaka.jpg

6 Abeam Nagoya 17,000 ft.jpg

7 Approaching Shizuhama.jpg

8 Almost over Yaizu.jpg

9 Over Yokohama, in Tokyo Bay.jpg

10 Yokohama.jpg

11 Tokyo.jpg

12 Tokyo Haneda ahead.jpg

13 Haneda.jpg

14 Tokyo.jpg

15 Tokyo.jpg

16 Inter ILS.jpg

17 Fin ILS.jpg

18 ILS Rwy 16L Haneda.jpg

19 Haneda.jpg

21 Busy apt.jpg

22 ontacting grd.jpg

23 At ramp.jpg

Tokyo p1.jpg

Tokyo p2.jpg

Tokyo p3.jpg

Tokyo p4.jpg

20 Short final.jpg

  • Like 1
  • Upvote 1
Link to comment
Share on other sites

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.

Route from Yokohama to San Francisco.jpg

REAL Intl Sched.png

Link to comment
Share on other sites

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 - 

SimBrief route from Tokyo to Wake Island.jpg

1 At ramp in Haneda.jpg

2 Taxiing out.jpg

Link to comment
Share on other sites

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

3 Rdy TO Rwy34R.jpg

3A Wet Take Off.jpg

4 to.jpg

5 KTZ.jpg

6 0743Z Sun is setting.jpg

7 0744Z Sun setting in the cabin.jpg

8 Cruising over the Pacific FL110.jpg

9 Sunset from the pax cabin.jpg

10 Navigator´s place.jpg

11 Navigator´s place.jpg

14A Cockpit in the night 0808Z.jpg

15 By the monn light.jpg

16 After the sunset.jpg

17 Starry night.jpg

18 3h05 of flight.jpg

19 5h35 of flight.jpg

20 Moon is almost setting.jpg

21 Moon setting 110 nm to Wake.jpg

22 12h35 74 nm to PWAK.jpg

23 Wake.jpg

24 Wake.jpg

28 Ldg Wake.jpg

25 WAKE.jpg

26 WK.jpg

27 WK.jpg

29 Taxxing out Wake.jpg

Link to comment
Share on other sites

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.

 

Wake p1.jpg

Wake p2.jpg

Wake p3.jpg

Wake p4.jpg

Wake p5.jpg

  • Like 1
Link to comment
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share

×
×
  • Create New...