April 2005 - Nepal's Short Runways

Getting there:
http://www.youtube.com/watch?v=cqbxiWDSBes

Shockingly, I received an e-mail reply from Peter regarding the April FOTM! (Now, I want you all to notice that I’m doing something different this month so this paragraph starts back in Mid-March, 2005 and you’ll read UP from here.) A quick web search indicated that we’d be flying in Nepal – “Great” I thought to myself, a chance to log some more hours for Flight Club Airways the Club’s Virtual Airline; but then again, Peter seems to always have something devious up his sleeve (See the February 2003 and July 2004 FOTMs for confirmation of that!)

Well, March had been my flight to present and despite where the rest of you ended up, I found myself in Tivat, Yugoslavia. So I unzipped a new download for me, the Piaggio Avanti twin turbo, and figured this would be a good break-in for it. I loaded some clouds with light rain and wind and set out about 07:20 AM. I taxied out to runway 32 for a northbound departure toward the Dubrovnik VOR. Then I turned back south to pick up my route from the Podgorica VOR. PIC_024 (Podgorica -> Skopje -> Istanbul -> Ankara -> Trabzon -> Bat’umi -> T’blisi) I finally arrived just before lunchtime locally, hand flying from cruise to touchdown. PIC_025

While I thought about flying an FCA route back to Mumbai, I decided instead to fly another plane I’ve had for a long time but never really FLOWN before, the TU-154. After a quick lunch in town I was ready for a 15:00 pushback. I’d fly High-Alt Jetways to Mumbai before taking an FCA flight to Kathmandu. I taxied back out to 32 for departure PIC_022 (why couldn’t I use 31R, it was closer?). Then I proceeded to make a slow climb up to my eventual cruise level of FL330. PIC_023

My route down to Mumbai took me diagonally across Azerbaijan to the Caspian Sea PIC_020 and finally into darkness over central Iran. PIC_021 I cut down across Pakistan, finally descending into Mumbai where ATIS was reporting clear skies but 30 mph winds out of 300 degrees. Since ATC brought me down late, as usual, I crossed the airport at 4,500 feet and set up a left pattern into runway 27.

I check directly into the Flight Club Airways Suite at Mumbai Airport for about 4-hours’ sleep, then I take the first AM flight out to Kathmandu. FCA Flight 101 departs Mumbai at 04:55 so I am up and checking out the aircraft and weather reports by 3:30 AM! This time I’ll be flying the Club’s Constellations 735 for the level 2-ranked flight into Nepal.

Departure weather is clear and calm but as I head northeast into the Himalayan Mountains I encounter some growing clouds, light gusting winds and a few drops of rain here and there. PIC_018 I shoot the VOR/DME step-down into runway 20, where we arrive without difficulty. PIC_019 Then I am off to the terminal to look for information on this month’s Flight of the Month Challenge!

Positive Life Radio streaming on-line 24/7 at http://www.plr.org/ I don’t know, just thought I’d throw that in here somewhere’s.

Sunday April 3, 2005: After spending the weekend at the home of my Pastor’s son and daughter-in-law (they really are in Kathmandu!) I received the call from Peter. Seems that the Flight Club was here on a mission of mercy! You see, considering the political situation here, many folks did not have access to Bill’s book GET REAL – and they also had never tasted a good Australian wine! My job was to deliver the goods to several towns and villages throughout the country. “I should think you could make all the stops in one die Mite” Peter had said, before chuckling, “If you don’t die that is.”

So, with confidence, I reported to the airport after breakfast at the church. There I watched the local staff load my C-23 Sherpa (HAA!) with pallets of books and cases of wine. I departed from Kathmandu runway 20 at 10:21 AM with my first stop in the village of Gorkha. PIC_015 This lies in a valley about halfway between Kathmandu and Pokhara. PIC_016 (you will also note that I chose a plane wherein, IF I should crash, the evidence would be very hard to find – I was camo!) I landed northbound on the dirt strip and off-loaded the first pallet. PIC_017 I was on the ground from 10:40 to 11 AM and departed to the south. I was feeling good because I have been to all the other airports in this months’ FOTM! Although, I did not find where to download Peter’s add-on…

The next stop was Pokhara and with paved runway and a VOR this was easy work – although if you approach from the south as I did there is some terrain in the way to your left. I dropped off some fliers here and assured the airport staff that other simmers would bring their loads by in the next couple of days. I also grabbed about 8 bottles of water because I was not feeling too well. I was on the ground in Pokhara from 11:15 – noon.

With confidence under my wings I set off for Jomsom, PIC_010 ignoring Peter’s directions. As it turns out I headed up the wrong canyon and had to climb up over a 19,000-foot high pass to circle around the topside and drop down in to Jomsom from above. After my last venture here I wanted to land to the west (from up-hill) but coming down from the limits of the Sherpa’s flight envelope I was too high to make the first pass! (Thank goodness for all that flying in Peru because this time I actually had FUN flying up where there’s no air!!!) So anyway, I turned around in the narrow canyon with the stall horn blaring. This noise brought the kids over, “Whatcha doin’ Dada?”

     “Flying Peter’s FOTM, can you please stay back, this is tough.”

     “Where’s the airport Daddy?”

     “It’s that little brown smear right there!”

     “Dada, why’s he make it so hard on you?”

     “Because he likes it when I get sick.”

     “I don’t like Peter very much. Why is he your friend?”

     “Because he feels safe over there on the dark side of the planet!”

     “Hey, maybe Peter will get Koala Fever! Yea, then HE could be sick!” Anyway, with the help of my kids I had to go missed PIC_011 , which was okay ‘cause like I said, I wanted to land westbound this time. So I turned around AGAIN, stall horn blaring, AGAIN PIC_012 and landed successfully at 12:34. PIC_013 I kept the engines running figuring if I shut down now I’d never get out of here. I departed westbound as well at 13:00. PIC_014

Next stop was Simikot. Sure, I was flying over other villages but these were for our fellow simmers to take care of, not like the little C-23 holds THAT MUCH cargo. (Hey, maybe I’ll try a drop in the new C-5!!!) About 13:45, as I was nearing Simikot my cell phone started to ring. It was Alastair from the UK reporting that it had been a BAD DAY up on the mountains with a number of serious casualties needing aerial evac. Hans, Tony and Brad were already making runs into Lukla but Bill and Alejandro were too afraid to attempt the approach…and what was my suggestion? I asked Alastair to get a plane to Dhangadhi (in southern Nepal) in the next 90 minutes and promised him that I’d handle it from there! Simikot is not an easy approach but then again, not as tough as Dolpa! I dropped down the valley, swung around along the nearby ridgeline; PIC_008 made the hard Tai Kak-like turn on final and slammed the little plane down (a little too hard) at 14:02. While I didn’t register a crash, I was buried in turf up to my windscreen. PIC_009

With the next-to-last load dropped off I was headed out of Simikot by 14:30, leaving me only an hour to get down to Dhangadhi – but I still had one drop to make! While auto flew the plane I went in back and untied the last pallet, pushing it up against the rear ramp. Then I gently flew low through the shallow valley at Bairadi hoping to not hit any turbulence. While there was a crosswind I was able to make a low, slow pass over the runway, PIC_007 dropping the rear ramp and then punching the throttles whist pulling hard back on the yoke. Peter, I can’t see how any of the wine survived but Bill’s books should have arrived safely!

I made the drop-off at 15:05, then raced down to the rendezvous point arriving at the roomy, 5,000 foot grass runway at 15:25. There, I met Alejandro PIC_005 who dropped of one of his not-yet-released BeechKing 200’s. Now I firewalled the throttles and headed for Lukla. My GPS groundspeed was showing about 320 knots! PIC_006

I’ve flown into Lukla before as well but never in this poor light and never in something this fast. I have a plate worked up with a northbound heading from the near-by NDB. I flew in at about 9,500 feet, directly at that ridgeline until I was sure I’d hit a tree, then I slammed the throttles forward and yanked the yoke to the right, pivoting onto runway (if you can call it that) 7. PIC_001 I landed long PIC_02 (floating), which is a mistake here. But with reverse power and locking up the brakes I screeched to a halt before tasting the rock wall, which loomed ahead. It was 16:44. We quickly loaded the last of the most severe victims leaving the rest for the morning’s runs. I pivoted around, off the end of the runway, held the brakes and advanced throttles at 17:03. Once airborne PIC_003 I made a straight line for Kathmandu arriving just after sunset. PIC_004

We commandeered an Evergreen International A310 and had a planeload of casualties ready to head to Karachi by 21:00. (Yes, I started and ended this FOTM in Evergreen colors.) After a longer-then-planned day of flying (thanks to what was now a full-blown sinus infection) I piloted the 310 for the last hours of the day arriving into southern Pakistan before 23:00 local time. EMTs, Medics and Ambulances were standing by and I am happy to report that none of our virtual patients have suffered any life-threatening injuries.

Peter, never knowing for sure what to expect from you…this was a great adventure! I am SO THANKFUL that I had flown into all these places before. WELL DONE my friend, MANY THANKS for the ENJOYMENT!!

March 2005 - TooMuch Sim

Here’s what we know:
The inspiration for this month’s offering(s) come from my first ever, World Air Routes DVD - featuring ATRs around the Canary Islands. (Christmas 2004 – so read on and then do the math)
Actually I had a couple of these worked up last year but…
Once I got started on these shorter regional flights, I couldn’t stop! There were just too many neat places I wanted you to go. So I started combining some things and…
After more struggle than I have ever had with a FOTM, I’ve presented you each with your own, personalized (more or less) FOTM to complete. (I’ve even presented flights for those of you I don’t really know!)

Which explains the flights here that aren’t regionals. FOTM History: So…… I had more flights than I dared offer, but I really didn’t want to wait until 2008 (or beyond) to get these out, so I have assigned pilots to various flights. (You want The Flounder to give you each a check ride? Here it is!) I’ve tried to match pilots/location to keep things interesting but after you fly your assigned route, PLEASE FEEL FREE TO DO ANY OF THE OTHERS TOO! (Otherwise I’ll be forced to keep presenting them time after time until they are all flown!!!)
Rest assured, these are all pretty short flights, easily flown in one day. Also, with the directions noted here, I was able to complete most of these flights without ever loading a flightplan, just tune your radios and follow the headings noted. (You may want to us FSNav or similar to get enroute altitudes because in a couple of locations, if you are cruising along at 12,000 feet, you’ll end up in a smoking hole!) It may also be interesting to note that were you to actually BE in any of these places, you could still hear live broadcasts on http://www.plr.org/ .
You all are pretty good at picking planes to fly but I picture that (except for some obvious exceptions) you’ll be using aircraft such as: C441s, Dash 7s, Dash 8s, Caravans, Otters, Jetstream-31/41s, KingAirs, EMB-120s, Beech1900s, PC-12s, Do328s, Shorts360s, ATRs, Piper Aztec/Cherokees, Lear Jets maybe a C-130 or DC-3? etc etc.

Bill’s Flight: History:

These are some of the flights depicted on my DVD. Judging from the video, the toughest part about this flying will be the wind (although there is one approach which is a lot like Hana Airport in Hawaii). I’ve assigned this to Bill because he really likes summertime weather and I figure he would rather not admit that winter is heading his way. Bill is also the guru of presenting DVDs as FOTMs. Nice paved runways but not all with ILS, some DME step-downs, some wind but almost certainly clear skies meant that this was the flight for Mr. Smith.
--I used a House Color Dash 8-Q400 for these flights--
Leg 1 = Gran Canaria to Tenerife North: You should start out from one of the gates at Grand Canaria. The GDV VOR is 9.7 miles north. Dial in your NAV Radios to 112.90 and regardless of your departure direction, fly over the VOR. Turn to 305 degrees and fly 54 miles to Los Rodeos (GCXO). There is a VOR there at 112.50.
Leg 2 = Tenerife North to La Palma: After an hour or so on the ground you’ll depart, picking up the 285 degree radial outbound. You’ll fly 75 miles to GCLA, which only has a DME locally (112.40).
Leg 3 = La Palma to Hierro: Another hour on the ground and you’ll fly 197 degrees to Hierro. Again, there is only a DME here at 113.20. This leg is about 50 miles. (Question is, how far off course can you get blown in 50 miles, if all you have are DME bookends?) If you set NAV1 to 112.50, dial in the 251 radial, you’ll be at 96.2 miles. Also, about the landing…..
Leg 4 = Hierro to Lancerotte: Depart Hierro and head east 65 miles to the TFS VOR (116.40). Head inbound on the 089 radial. At the VOR turn to 084 degrees, follow this for 79 miles to the COLON Intersection. You’ll then turn to 076 degrees, another 73 miles to the CAINA Intersection. Head into the 113.70 VOR on the 071-degree radial inbound. I think there’s also an ILS here which I didn’t use and a DME at GCRR, which is 114.70.
Leg 5 = Lancerotte back to Gran Canaria: Departure VOR is 113.70. Arrival VOR is 112.90. You’ll fly the 245 degree radial for 112 miles. Total Miles: 550 – 600 [Bill 01 - 02 - 03 - 04 ]

Salina’s Flight: History: Salina is our little Queen of the Heavies and I know for a fact that she travels between Europe and the Far East at least a couple times per year. But does she ever fly in between? Miss Chan gets this flight for several reasons:
First, it’s educational - This is one of the most ancient countries in the world but it’s not the flat, brown, boring place you might expect.
Second, the airports here can accommodate one of her Little Airbuses or Baby Boeings if she is going to insist on flying those.
Third, despite the first two points, I flew this in January and at times I was reminded of those flights we’ve had in Alaska and Baffin Island. (which the Skygirl seems to have missed out on) So Salina, I’m sending you to Iran!
--I used the Iran Air Saab 340 for this flight--

Leg 1 = Yazd (OIYY) to Esfahan (OIFM): You fly for Iran Air…we’re peaking in on four of your routes today (just to be sure your flying is up to standards). Once your passengers are loaded and you’ve checked the flight manifest, get ready for startup and request your clearances. The local VOR is 112.80 and you’ll be heading out on the 307-degree radial. You can expect this flight to run about 132 miles. There’s not a whole lot between here and there, but the VOR at your destination is 113.20.
Leg 2 = Esfahan to Tehran (OIII): You’ll head out from 113.20 on the 347-degree radial. Fly about 179 miles to Tehran with a VOR there on 115.30 (ATC will certainly lead you in)
Leg 3 = Tehran to Tabriz (OITT): This time you’ll be heading to the northern part of the country. Head out from 115.30 on the 290 radial bound for the ZAJ VOR (114.10). This midpoint is 136.6 miles. At the VOR turn to 305 degrees heading to 112.00 which is at Tabriz, another 150 miles out. I flew this in January (real weather) and it frankly reminded me of Alaska!
Leg 4 = Tabriz to Rasht (OIGG): After your obligatory hour on the ground, you’ll head out on 079 degrees. Fly about 105 miles to the mid-point which is the ARB VOR on 115.70. (I was at 17,000 feet at this point) At the VOR, turn to 132 degrees following that the last 80 miles into 112.60 which is Rasht. Then, head for the beach man!!! Total Miles: 750 – 800 Total Miles: 750 – 800 [Salina 01 - 02 - 03 - 04 ]

Brad’s Flight: History: Brad has admitted that his first love is bush flying, and we know about his affinity for high mountains (See the May 2004 FOTM )…so when it came time to assign this flight it obviously belonged to Mr. Quiring. A few years ago I ended up here, somewhat by accident, during my first ‘Round the World Tour. I arrived at night, hungry, tired and lonely, but the residents of this remote valley were so hospitable and kind that I thought it was time to repay the favor.
--I used the C-130 and KingAir200 for this flight option--
We’ll start the flight with a quote from my article which also appeared on FS.com: From Karachi I fly a Saab 340 up the country, about 700 miles to Skardu, Pakistan. Now, Skardu sits in a valley with high (16,000 feet plus) mountains surrounding. I have 18,500 feet listed as my safe local altitude. At Skardu you'll find an NDB and that's it! I set up a circling pattern over the NDB loosing 2000 feet per lap around. As darkness settles over the land I slip, skid and plant my plane down (almost) on the runway! I still struggle with these twin turboprops. I'm not sure what Skardu has to offer in the way of 5-star hotels… but if other Pakistanis are anything like the ones I know, I'm sure I'll find a warm bed and more than enough food for the night.
Leg 1 = Lahore to Skardu: I met up with one of our Reporting Members, Ali Mujtaba in Lahore, Pakistan and had arranged for Hans’ repaint of the C-130 to be ready to haul a load of goodies up to Skardu. As you’ve just read, this isn’t some big fancy airport, in fact, depending on weather and time of day it can be quite challenging. So with the Herc all loaded with supplies I departed at 10:30 AM, using real-weather of course. I left at 10:30 and arrived at 13:05, total miles for this route (which is mostly around Indian airspace) is 315.5 miles.
Routing is as follows: If you leave Lahore southbound, head 298 degrees to the SP (317) NDB, Otherwise, just head 330 degrees to the QS (287) NDB, Then turn to 024 degrees to the MF (207) NDB, and then to 055 degrees to the SD (247) NDB, which is at Skardu Airport.
If you dial your NAV Radios (both of them) to 115.90 and set your CRS needle to 203°, you’ll be over Skardu at 89 miles DME. The plate I have worked up for Skardu suggests that the runway runs about 140/320° so set up a circling pattern, while descending, over the NDB. Airport is at 7,600 feet ASL so minimum approach altitude (as you descend into the hole) is 9,000 feet (DME on the north end not to exceed 92.5 miles. IAS will, of course, need to be less then 160!) I was cruising at 19,000 feet today and started descent at 80 miles DME as the H.S.I. needle started moving in. I have not been into here in some time and felt like there was a bit more room than I recalled (You could dip into the valley earlier and follow the river in to the airport which is on the left of the valley) – but the winds were buffeting today as well! Anyway, I crossed the NDB (on heading 315°) at 14,500 feet, took DME to 92 miles and turned right to about 130-something degrees. I continued descending to 9,000 feet along the river before turning right again to line up with runway 32. I landed at midfield but by this point I had full flaps and my IAS was only about 90 knots so stopping in short order was no problem at all. (Hans, nice job on your first Official repaint!)
Leg 2 = Skardu to Chilas: After off-loading our supplies and meeting some more friendly faces, I met a contractor named Kirk who wanted me to pilot his private BeechKing 200 over to Chilas, Pakistan. I figure there are any of a number of Club Pilots who could take the Herc. outta here! So we left about 7 AM the next morning in the BeechKing (This guy is so famous that he had his plane registered under his own name. I mean, I don’t have a plane labeled as N-RON, oh wait, that sounds kinda funny huh - like a company that shaves funds off the top to perk the execs?) Maybe I need a http://www.plr.org/ plane, since I mention it so often. ;-) I’m not quite sure how to tell you how to get to OPCL because whatever heading I come up with will certainly change as you TRY to weave your way out of the mountains. I was climbing at 2,000 fpm and still had to make some winding S-turns through the valley in order to get out of this place. SPECTACULAR! Well, I did find out that if you dial up 115.90 on your NAV1, Chilas is on the 237/157 radial at a DME of about 92 miles.
Leg 3 = Chilas to Gilgit: After proving myself to this Kirk fellow at Chilas he informed me that his real destination for the day was a place called Gilgit (apparently he just wanted to see what I could do before putting me into OPGT!) So we left Chilas in the Radmilovich-painted plane on the short-hop over and around the mountains into a very tough approach at Gilgit. Apparently this contractor did not realize that I had also flown into here before:
I wait until there is some good daylight in this valley before I try and leave. This is NOT a place to have an engine out departure drill! Another new plane to start the day, the Dash 7. I fly it up the valley north of the airport and slowly work my way over or mostly around the local peaks. What can I say about this area but, "Wow"! If you don't fly here you should. The next stop is another NDB-only place, Gilgit, Pakistan. I fly over the airport, up a ridgeline, down a canyon, banking along the rocky cliffs and finally onto runway 7!
Gilgit is NE of Chilas by the way. This is so tough that I don’t even have a procedure or plate for it. You’ll fly to the NDB (324) and then sorta make something up to get you in, hopefully in one piece. The day I flew it winds were still gusting from the north so runway 7 it was, again! I came in from the south this time, along the 029 radial from 112.10 at DME 145 miles. Good Luck!!
Leg 4 = Gilgit back to Islamabad: After that bit of white-knuckle flying you’ll be happy to just take something comfortable back to Lahore or Islamabad – enjoy some good food and hospitality before moving on with your virtual life. As for me, I took this Kirk fellow back to Islamabad in his KingAir 200 (VOR there is 112.10). Total Miles: 700? [Brad 01 - 02 - 03 ]

Alastair’s Flight: History: Last June I took you all to one of my favorite places in Central Africa, the city of Goma in the Democratic Congo. Africa is a really amazing place to fly but I fear that simmers don’t get to enjoy this area enough. Personally, Africa is where I go to get away because there is so much variety here. (As well as a boatload of memories.) Alastair hadn’t really flown on the continent until last year but his screenshots were outstanding. There are a lot of legs in this option but each one should be less than an hour or so in the air…not sure how long you’ll need to be on the ground at each stop but this was still pretty easy for me to fit in. So, I’ll share these flights with Mr. Monk.
--I used my Central African Air Express Metroliner to get to the hub but I quickly jumped into the Grand Caravan for the smaller airstrips--
Leg 1 = From wherever you are in Central Africa your REGIONAL flight will take you into Karonga, Malawi (FWKA). This lakeside airport is in the Northern part of the country with a VOR at 115.30.
Leg 2 = Karonga to Chelinda: From Karonga, you’ll probably want to hop into something smaller, something a little more bushy, to make a number of delivery runs throughout the area. Luckily for you, your Flight Club Executive Card will allow you to make numerous boarder crossings without too much difficulty. Start by taking a heading of 191 degrees for 36.4 miles to FWCD “Chelinda.
Leg 3 = Chelinda to East Five: From Chelinda take a heading of 270 for 22.6 miles to FLEE. Actually if you take a heading more like 290 you can intercept the 220 radial from 115.30. Follow 220 to 46.2 DME.
Leg 4 = East Five to Isoka: From FLEE take a heading of 300 about 50 miles to FLIK. Again, working from the 115.3 VOR you’ll be on the 260 radial at a DME of 73.8 miles.
Leg 5 = Isoka to Rosa: From Isoka head out on 297 degrees for 93.3 miles. Again, if you fly about 320 you’ll pick up the 281 radial outbound from the VOR and follow that to a DME of 159.7 miles.
Leg 6 = Rosa to M’beya: I know, six legs is tough but these are short and trust me, you won’t want to miss the last airstrip! (Although it may be different in newer sims??) Okay, from FLRO head 077 degrees for 136.8 miles. HTMB is on the 343 radial at just 66 miles.
Leg 7 = M’beya to Chunya: From HTMB your initial heading is 359. This is just 22 miles. To follow the VOR, get on the 345 radial from 115.30. Head to DME 88.6 and you are there.
Leg 8 = Last One! Chunya to Sumbawanga: Now, when you are in Africa you have to end your day at a place called Sumbawanga, it just feels right. Your initial heading from Chunya is 290. To follow that VOR/DME, you’ll be on the 315 radial out to 178 miles DME. At HTSU you may want to consider landing on 7…I did not consider that and if I can do it, so can you! Total Miles: 500 - 550 Good Luck! [Alastair 01 - 02 - 03 ]

Peter’s Flight: History: Back in March of 2003 Tony had us, Hauling herring and other necessities around Alaska. We had two major problems with that flight – nose gear and bad smells! So this flight has Mr. Stark Hauling, ‘Herring and other necessities’ around Norway! This is Peter’s chance to live-down the bad rap he got 2 years ago – and after competing in last year’s BOTAs this should be easy for him to do. Besides, what better pilot is there to fly in such a remote place as this? There are tricky procedures and inhospitable terrain, you want someone with a calm head on his shoulders and that certainly ain’t the likes of…I’ll use myself as the example here. Besides Peter, all of these runways are paved for the enjoyment of your nose gear!
If everything with your plane and the airports works well, you should be able to complete the trip in one day...but weather could be a factor and it gets dark early up here. If you run all these legs direct (airport -> airport) it's just over 300 miles all together. With any NavAides you may be lucky enough to hit and a few procedures thrown in, I guess you'll be about 400 miles in the air today. Also, if you haven't already done so, you'll need to print out some approach plates and procedures from www.dangerous-airports.com (although I heard they were going off the air. I have the e-mail of a fellow who wanted to take over the Dangerous Airports Database though so there’s still hope!) Anyway…all of these airports are featured there! (or were at one time or another)
--I flew the Turbo Super Otter Amphibian for these legs--
Finally, if you need some home bases for the day, for diversions or emergencies you’ll have the following:
South end = Evenes is 9200+ ft and ILS equipped
Central = Tromso is 7800+ ft and ILS equipped
North end = Alta is 6800+ ft and ILS equipped I flew this in Real-World weather, the pictures will speak for themselves (Overcast, Calm, Very Light Rain, Light Chop, No Wind, well, gusts to 6 by day's end). I started-up at Evenes at 5:35 AM and spent a conservative 65 minutes on the ground at each stop over. If you are faster, you'll get done sooner but I'll let you know what my times were just for reference sake. Also, while I was on the ground, I discovered that I could still tune into http://www.plr.org/ , even way up here.
Leg 1 = Evenes/ENEV to Framnes/ENNK = 16 miles Departure 05:43 Last night you ferried a load of necessities from Tromso. Now it's early morning and you have to continue your Milk Run. Framnes runway 19 may have a LOC/DME(111.50) but if you have to come in on runway o1 that’s tougher. My plate shows the 099° radial from 117.35. Pass just south of the 355 NDB before turning inbound.
Leg 2 = Framnes/ENNK to Skagen/ENSK = 52.5 miles Departure 07:07 Upon departure from Framnes, turn toward the 117.35 VOR. Then pick up the 112.80 VOR which should be just another 36 miles or so west. Dangerous Airports shows a procedure over the 404 NDB, with a DME step-down along the 241° radial after the NDB.
Leg 3 = Skagen/ENSK to Sorkjosen/ENSR = 167 miles Departure 08:50 This leg is long and will be your only real rest-break today. I used 112.80/Skagen -> 112.20 AND -> 113.80/Tromso -> 278 NDB as my waypoints. Follow the 068° radial from Tromso at 7,000 ft for 43.7 miles to 278 NDB. My plate shows a procedural turn to a LOC/DME into an offset approach from the north.
Leg 4 = Sorkjosen/ENSR to Alta/ENAT = 49.7 miles Departure 11:05 What can I tell you here? Fly the heading 080° to the Alta VOR 117.40, be careful if you have to make an approach from the east as there is rising terrain on that side making for a steep final approach. I also filled all the fuel tanks during this stop over in Alta.
Leg 5 = Alta/ENAT to Valan/ENHV = 81.3 miles Departure 12:45 There’s only one way in to here guys. From the south you’ll cross the 288 NDB at >2,500 ft. There is a LOC/DME on 108.10. Fly the 008° heading from the NDB until 8 miles. Begin a descending left turn through 9 miles DME and 2,100 ft intercepting the 207° radial. At 5 miles you’ll be 1,500 ft. At 2 miles you’ll be at 800 ft and you should notice that you are coming in perpendicular to midfield. Your choice, left or right from here for runway 08 or 26. I was coming into 26 so from the 207° intercept I turned further into the hills to 204°. It was fine but two words of advice: stay at 800 ft as long as you can and turn in later than you might want to.
That’s probably enough for one day don’t you think? There should be a VERY COZY bed and breakfast inn nearby with a lovingly hospitable hostess who seems to somehow remind everyone of Grandma. You can go there for some time in the hot tub followed by fresh bread, coffee, a warm fire and a view out of the window which you won't soon forget.
Optional Leg 6 = Valan/ENAT to Tromso/ENTO = 189.6 miles Departure 15:00 If you opt to finish out your day flying, you should return to your Tromso Base before moving on with life. I departed Valen at 15:00 with waypoints at Hammerfest, Hasvik and Sorkjosen giving me 189.6 miles. This took me 1.5 hours, which totaled about 6 hours in the air today. The Tromso landing was by far the best of the day thanks to the nice straight-in ILS with full glide-slope and everything you need to park it on the numbers - but I gotta tell you, by this point I was flying on vapors! Total Miles: 350 – 400 [Peter 01 - 02 - 03 ]

Hans’ Flight: History: Hans has always seemed to enjoy his time in the Pacific Northwest, and he is a scientist besides, so I needed something educational – something environmental! This is a flight taking you from the Canadian Rockies, near the origin of the Columbia River, to the Pacific Ocean, where the Columbia crashes headlong into the rolling tide – one of the world’s most dangerous bar crossings! http://home.online.no/~lawford/xrl/quarterdeck-cg-44300.htm
--In what I’d call an odd turn or departure from the normal, I flew a P-51 Mustang for this flight option--
You could also fly this in reverse (like the Salmon do) which may provide some interesting weather changes as you fly into one of FlightSim’s most dangerous airports! You can land at as many or as few of these waypoints as you’d like so no real Legs on this one. The idea here is that you fly low and enjoy the scenery. This route, with waypoints, is logged as 611.4 miles but if you are able to actually follow the water (like the Salmon do) you’ll have a few more miles than that. You’ll want something small, sturdy but quick (otherwise you could be flying all day). I used Real Weather from January 2005.
The Flight: I set up for departure from Salmon Arm, BC (CZAM) which, is on the list at www.dangerous-airports.com, after good light in the morning. You can just make out the lake, which feeds into what becomes the Columbia River, behind me in      CZAM Hdg 169 to CYYF      CYYF Hdg 108 to 63S      63S Hdg 214 to KEAT      KEAT Hdg 127 to KPSC      KPSC Hdg 214 to 1S8      1S8 Hdg 243 to KDLS      KDLS Hdg 257 to KCZK      KCZK Hdg 231 to KTTD      KTTD Hdg 285 to KSPB      KSPB Hdg 336 to KKLS      KKLS Hdg 265 to 7W1      7W1 Hdg 134 to KAST You could also see this link:

http://www.nps.gov/jeff/LewisClark2/HomePage/HomePage.htm
I progress along under mostly cloudy skies, looks like rain/snow mix at the start, some rain near Portland with hazy conditions at my fuel stop (which was Scappoose – KSPB). I had planned on stopping in Cascade Locks (KCZK) but as I dropped below 1,500 feet I was in white-out conditions. I know that there isn’t a lot of room at the real-world airport and with no NavAides here I wasn’t going to risk it. Otherwise, this was a very enjoyable flight – in fact, I’d like to do some more exploring around Salmon Arm and the headwaters some time.
Total Miles: 600 - 650 [Hans 01 - 02 - 03 ]

Tony’s Flight: History: I want you all to know that just because we have presented a flight somewhere does not mean that the area is forever off limits. Certainly there are other airports to hit, different weather, sim upgrades etc. Within the first 3 months of this Flight Club’s birth Tony had given us two flights to Alaska but we haven’t been back since. There is SO MUCH to see here! This flight had to go back to Mr. Radmilovich, besides, as you are thawing out in the real world I thought a chance to revisit some snow might me nice. This is one flight that was tough for me to navigate, but after doing it a couple of times, I was getting better at finding a VOR radial and riding that out to my destination. (Doing Alastair’s flight also helped) I did load in a flightplan for this route if for no other reason than to switch the NAV/GPS lever to GPS. That way my H.S.I. could at least point to where my course was SUPPOSED to be and would give me DME to my next waypoint. After that, it was all hand-flying! I also had to tweak the photos a bit because in January, even mid-day is pretty darn dark! Unfortunately, there were not the towering peaks I had hoped for…guess that leaves the door open for ANOTHER Alaska flight or two!
~I flew a Wheeled Twin Otter for this one~
Leg 1 = Valdez to Brenwicks (3Z5): Head out from Valdez on 356 degrees (you’ll probably need to make that climbing turn first). 356 degrees for 61 miles and you are there.
Navigation Help: From the airport there is an NDB (248) on a heading of 325. Also, there is a VOR (115.60) on a heading of 325 at 5.3 miles DME. (So I flew to the VOR, then backtracked on 145 until I was visual for base and final.)
Leg 2 = Brenwhicks to Chistochina (CZO): The GPS heading from Brenwicks is 007 degrees for 36.5 miles to Chistochina.
Navigation Help: Again, the VOR at 115.60 is just 33 miles on a heading of 013. So I flew over the VOR and headed out on 013 degrees.
Leg 3 = Chistochina to Paxson (PXK): I show a heading of 292 degrees for another 36 miles.
Navigation Help: Again, the VOR at 115.60 is 52.2 miles on a heading of 330. If you dial up the 114.90 VOR you’ll be on the 297 radial at 59.2 DME. (One VOR is inbound and the other is outbound)
Leg 4 = Paxson to Artic Angel (9AK4): A heading of 324 degrees for 67.3 miles.
Navigation Help: That VOR of 114.90 is near this airport.
Leg 5 = Artic Angel to Fairbanks (PAFA): This will be easy for you as there are VORs at both ends and the flight is just 66.5 miles. Head out on 279 degrees from 114.90. While enroute dial up 108.60 for Fairbanks’ VOR. The VOR is some distance from the airport but the airport is ILS-equipped also. Total Miles: 250 – 300 I hope that you’ll get the chance to fly this month. [Tony 01 - 02 - 03 ]

Alejandro’s Flight: History: AIr, I know that the average winter temperature in your part of the world is about 70° F and I didn’t want to freeze off your pitot tube, so I’m showing you how sensitive I am to your issues and I’m sending you on some delivery runs, someplace warm and friendly – The Philippines!
--I flew an Origin Pacific Jetstream41 for this tour--

Leg 1 = Legaspi to Masbate: Start out in the morning hours from RPLP where there is a local VOR on 112.20. Once your passengers are all loaded you’ll request taxi and departure clearance and head out on 187 degrees for 48 miles toward the VOR 115.70.
Leg 2 = Masbate to Naval: After you spend your obligatory hour on the ground you’ll head out on the 137 radial for 67.3 miles to RPNA. Naval airport is between two VORs: 115.70 is 67.3 miles on 137 degrees. 114.30 is 78.3 miles on 199 degrees.
Leg 3 = Naval to Mambajao: Another hour on the ground and you’ll head 199 degrees over the VOR at 114.30. At the VOR turn to 146 degrees and head another 76.2 miles to CGM.
Leg 4 = Mambajao to Malaybalay: From CGM take a heading of 159 for just 71 miles to RPMY. There are two ways to find RPMY with your VORs: Take 113.30 on the 118 degree heading to a DME of 33.2 miles. Or, set the 112.10 VOR on the 151/321 radial and look for a DME of 69.5 miles.
Leg 5 = Malaybalay to Basilan (Z25N): From RPMY you’ll fly 247 degrees for 196.3 miles to the VOR 113.90. At the VOR turn to 195 degrees for another 16.5 miles into Z25N.
Leg 6 = Basilan to Jolo: The last leg of the day takes you out on 237 degrees just 68.5 miles to your overnight stop (and the end of this FOTM) at RPMJ. There is an NDB here on 404Hz. Also, if you dial up the VOR 113.90 you’ll be on the 229 radial at a DME of 80 miles. Total Miles: 600 - 650 [Alejandro 01 - 02 - 03 - 04 ]

Anyone Else Out There Who May Want to Fly Something from the Real World: Option 1: History: Back when I was in college I had a good friend named Kristi. We worked out that she would do one of her internships in Oregon if I would do one of mine in Colorado. So one summer a couple of decades ago, I shared the family’s big cabin with her and her brother Doug. Doug was a commercial/contract pilot who would make runs in some kind of a Piper twin to Grand Junction, Colorado Springs, Telluride and basically anywhere around the Rockies that the clients needed to fly. So, (sigh, finally) here are some flights that Doug may have made.
~I flew a Piper Aztec Twin for this route~
Leg 1 = Denver’s Front Range to Aspen: Heading 243 about 113 miles over the VOR 116.30 before heading into 113.00, which is north of Aspen. You’ve got to be careful here because part of my choosing Aspen is it’s famously tough approach – departing ain’t no picnic either!
Leg 2 = Aspen to Cheyenne: Once up through the hills, I took a heading of 026 from the VOR (113.00). As you loose that VOR it’s just a couple clicks up to 113.10, which is just north of the runway in Cheyenne.
Leg 3 = Cheyenne to Jackson Hole: I used the GPS here, flying 290 degrees until I could pick up the VOR at Jackson Hole. (108.40).
Leg 4 = Jackson Hole to West Yellowstone: My last leg was just 65 miles. My heading from the VOR is 330 degrees and as my DME got nearer the magic 60+ miles I picked up the NDB at West Yellowstone Montana (338 Hz). Still can’t figure out how this made the Dangerous Airports Database. Total Miles: 600 – 650 [Doug 01 - 02 ]

Anyone Else Out There Who May Want to Fly Something from the Real World: Option 2: History: Last summer there was a fascinating series of articles on FS.com written by a real-world commercial pilot who had the honor of flying The Golden Argosy route from NYC to Rome, Italy. In the golden days of flight this route belonged to a 707, now it’s done by a 767…I took an FS 777 for the route. (This is also offered in the Flight Club’s Flight Centre Database)    See these links:       http://www.flightsim.com/cgi/kds?$=main/feature/argosy1.htm       http://www.flightsim.com/cgi/kds?$=main/feature/argosy2a.htm       http://www.flightsim.com/cgi/kds?$=main/feature/argosy2b.htm       http://www.flightsim.com/cgi/kds?$=main/feature/argosy3.htm       http://www.flightsim.com/cgi/kds?$=main/feature/argosy4.htm
Truly, this is only a one-leg flight, +/- about 3,800 miles. I tried to follow Tony’s route as closely as possible loading in a route using High Altitude Jetways. I pushed back from a heavy gate a KJFK just a few minutes after

16:00 with real weather downloaded. I was directed out to runway 34L for departure. I climbed initially to 5,000 feet and turned NE toward my first VOR along the Connecticut coast. I continued hopping VOR to VOR up the eastern seaboard while step-climbing up to FL350. Somewhere near Newfoundland I flew into the darkness. Also, once I got out of range of the VOR I had to keep my altitude and speed LOCKED IN as the article describes. For that, I switched to GPS and NAV-Tracking on autopilot. I hit a few scattered Intersections over the top but after what seemed like an eternity I finally picked up the Shannon VOR and was able to switch back to NAV/HDG mode.
Dawn caught back up to me between Geneva and Turin. Soon enough I started my descent, down over Milan and as I neared Rome, ATC directed me to set up for a left approach into the ILS for runway 34. I disconnected my autopilot and made my interception and turn onto a 6-mile final out of 3,300 feet. There was no wind to speak of and although I was a bit slow (nose-high) over the fence, my landing was pretty much spot-on.
This was a long flight, more than the other 11 offerings combined, but if all you want to do this month is fly a heavy (or leave your sim running all night like I did!!) this may be an easy way to get all those things done at one time. Tony Valillo, thanks for sharing! [Argosy 01 - 02 - 03 - 04 - 05 - 06 ]

Anyone Else Out There Who May Want some PLANE FUN!!! “The Smoke That Thunders” History: How about I just give you a quote from the ReadMe file from this Add-On?
“One of the main landmarks of (The African Continent), the spectacular Victoria Falls of the Zambezi River are missing in the out-of-the-box FS. (We) used LOD9 mesh as a base and (with) the help of satellite imagery maps, Ground2K4 and Gmax, we did our best to model a realistic representation of the (spectacular) falls, the river, and the (deeply cut) gorge, complete with custom waterfall spray effects. (This download) covers more than 100 km of the Zambezi River with the falls at the middle. Also included is a replacement landclass file (with buildings and trees and etc) which covers approximately 20 miles on either side of the river.”
Downloads:      For FS2002 you need vicf_fs8.zip plus the patch      For FS2004/ACOF you need only vicfalls.zip

Okay, I admit it, this isn’t really a regional flight either – I did this just for fun! Remember back in Alastair’s flight I said that I liked going to Africa to just get away? Well, in the real world there are few (if any) sights as spectacular as Victoria Falls. (You think Niagara is a big deal? HA!!) So anyway, I took off from Livingstone, Zambia and then it’s easy…HEAD SOUTH. I’ve never been much for Add-Ons due to my lack of technical expertise and an aging hardware system – but if you’ve seen the default area here, IT IS REALLY SAD! So I got this to work on my system and considering what I had before, I’m really happy – although a MUCH bigger spray would be more realistic!! After some tooling around I decided to do a Half-Cuban-Eight under the bridge (I guess the add-on bridge didn’t line up with the add-on scenery?) then I thought I’d try to land on the bridge but I guess it doesn’t show up as a solid structure ‘cause I fell right through! (But I gotta tell you I was looking GREAT right up to that point!) So after that I just flew back up the Zambezi River, with a bit of a different view.
Why can’t Microsoft make things look more like this in the default scenery?
If you want to make this into a longer, more regional flight, you could take off from Blantyre, Malawi and fly west to Lusaka, Zambia. From Lusaka you head southwest to Livingstone and the falls. For a longer flight, commute back and forth from Johannesburg! [DC4 01 - 02 ]  [Falls 01 - 02 - 03 - 04 - 05 - 06 ]  [Ship 01 - 02 - 03 ]  [Vic Falls 01 - 02 ]
I hope that you all have enjoyed your respective flights (and maybe a couple of others too!). If there is somewhere else you’d like to fly…present that for YOUR next FOTM! And don’t worry about having to come up with individualized flights in the future, I must admit that I was just a little out of control during the long wet winter. (At this point, Weblackey interrupts):

“Ummmmm, Flounder? Weren’t there screenshots labeled as “Ron’s Flight” too? What was I supposed to do with those?” Oh Yeah, Almost Forgot!
Ron’s Flight Around Italy: History: This flight is taken (with a few tweaks) from our Flight Centre Database. Consider this one as picking up where Argosy left off!
~I used an Agean Seas Lear45 for this one~

Leg 1 = Rome to Palermo: Set up for departure from any of Rome’s airports, I used LIRA. A local VOR is at 110.80. Take a heading outbound on the 162 radial. Fly just about 56 miles to the PNZ VOR at 114.60. Then, we’ll take a little detour back toward shore and the sights near Naples and the famous Mt. Vesuvius. Take a heading 106 from the VOR. Dial up 112.20 and head for that VOR, just 65 miles. Finally, take a heading of 201 for 155 miles into LICJ which has a VOR at 113.00
Leg 2 = Palermo to Reggio: Your heading from Palermo is 091 degrees. The VOR at your destination is 111.00. There is a tricky approach northbound so watch for terrain on your right if you have to land that direction.
Leg 3 = Reggio to Split: Italy into Yugoslavia: From LICR take a heading of 014 for 191 miles to 116.40. At the VOR turn to 350 degrees for another 145 miles to LDSP which has a VOR at 115.70
Leg 4 = Split to Tivat: Dial NAV1 to 115.70 (probably already is) and take an outbound heading of 122 degrees. Dial in 115.40 to overfly Dubrovnik. Tivat is just 21 miles from here but depending on ATIS / Winds there are two approach options into LYTV:
Runway 14: Cross 115.40 at 4,000 feet and ride the 128-degree radial outbound. Set NDB to 345 just in case you have to go missed! You’ll need to be at 2,250 feet by DME 12. Descend to 1,750 feet by DME 15.5. Drop to 700 feet by DME 20 and this is your MAP. Runway 14 is at your 1-o’clock. If you have to go missed, climb to 4,000 feet and overfly that NDB.
Runway 32: Set NAV1 to 111.30. Set CRS nob to 337 degrees. Set up to the south, (That’s the 315/135 radial from Dubrovnik at about 36 DME) locking onto the LOC/DME at about 10 miles (4,500 feet). Cross the NDB (345) on a heading of 337 at 3,300 feet, your DME will be 7.5 miles. You should hold 3,300 feet for a bit, maybe a very gradual descent but not too fast. The trick here is to end up at 2,000 feet by DME 3 but don’t drop straight to 2,000 after the NDB! Somewhere after DME 3, nearing 1,000 feet, is your MAP. The airport will be at your 10-o’clock. I’ve made this turn in poor weather before and…if you have made the turn to 320 degrees, dropped to 1,000 feet and still can’t see the runway GO MISSED! (Which means making a full-power, climbing Left turn to 180 degrees. Get to 5,000 feet before trying to set up again.)
Of course, regardless of weather, being the fun-loving kind of a guy I am, I picked runway 32! (And it was a tough, gusting wind out of the north, made for a very interesting approach) Total Miles: 850 – 900 [Rons 01 - 02 - 03 - 04 - 05 - 06 ]
Whew! Okay, I hope to see you all for my next installment of, Something for Everyone, which will be a (hopefully) White Christmas! In the meantime, fly safely.

Oh, by the way, if you were to have done all eleven of these FOTM offerings, (not counting the 3,800-mile Argosy flight) you’d have flown 3,000 miles! (At 130 mph…divided by 13 days…….HEY! Just two hours per day…..)

February 2005 - Airshow!

LLAAADIIIIIIEEEEES AAND GENTLEMENNNNNN! WEELCUUUUUUUM TO THE FIRST EVER, FLLIIIIIGHHHHT CLUUUUUB AIRSHOOOOOOOOWWWWWWW!
WE HAVE QUITE THE SHOW FOR YOU TODAY – THE CUB FLOUNDER RECEIVED NOTICE OF THIS EVENT MONTHS AGO AND HAS BEEN WORKING FEVERISHLY TO PUT ON A GRAND SHOW FOR YOUR ENJOYMENT…BUT FIRST THE BUSINESS OF THE DAY:

First Aid needs will be addressed by alastair@mash4077.f9.co.uk
Lost Children (or Roos or Possums) will be taken care of by wizard@toomuchfs.com
Wood, Web or Tilework needs should be addressed to tony@woodartdesign.com
Dreams of grandeur should go to leesmith@ca.com.au
For those speaking Spanish or needing more information on aircraft you’ll see today, go to aeronauta@toomuchfs.com
All other languages or trivia information will be addressed by skygirl@toomuchfs.com
Any political concerns (or if you’d like help running for President of your country) see Mr. Lime Tree at: kirk@toomuchfs.com
Finally, if you have reached a point in your life that you are ready to make a religious commitment, to follow the direction of some higher power you should contact flyingq@toomuchfs.com. Additionally, if you are leaning toward a Christian direction in your life, you can hear inspirational music at http://www.plr.org/ .

Before we get started I wanted to again THANK Peter and Jeremy Stark for their fine work on our Flight Club’s first Headquarters Airport. After all of the hours of work on this project we quickly discovered that it mainly just works in FS2002! As more people are using newer versions of FS, those of us using FS2002 are becoming fewer and fewer. What this means is that this fine work of the Starks is being pushed further into the dark depths of history. As a thank you for providing this great airport (and the fact that it’s summertime here in New Zealand) I am honored to bring this airshow home. What better place to hold the Club’s First Airshow than at the Club’s First Airport?

Okay, we have lots to see today…and I bet you didn’t come to hear me talk so…LETS GO FLYING!!!!!!!

Lets start with seeing some demonstrations by some BIG BIRDS!
Photo 001 is the 747-200 Faces, at max take-off weight!
Photo 002 is the Club’s A380 on the tough curving approach to 20L
Photo 003 is the South African A340 passing the flightline There’s more coming so hang on to your caps!

*Next up is one of the mandatory demonstrations - aerobatics:
Photo 004 is The Flounder in the default EXTRA-300
Photo 005 nearly speaks for itself! (Yes, he’s traveling BACKWARDS – about ready to slam the elevators DOWN, coming out of things upside down!) Well, that was the plan anyway, and it was working well too except that I was maybe 100-200 feet too low and made a VERY NICE PANCAKE right onto the canopy! OUCH! Speaking of aerobatics, How ‘bout this in the Dash-8?
Photo 006 is of the Dash-8 demonstration Speaking of Dash aircraft, here is the Dash-7 showing you it’s short-field take off abilities!
Photo 007 , the WoodArt Design Dash-7 Well, we’ve all been impressed by the power and agility of these beautiful aircraft, but let’s take a look at where it all began.
Photo 008 is the Wright Flyer near Weblackey’s house
Photo 009 is the Sopwith Camel over the gravel strip
Photo 010 is the DH89 Dragon Rapide near Tony’s house
Photo 011 is the Rogue Air CV580 with the near-by mountains as backdrop
Photo 012 is of the Flight Club’s T-28 Trojan trainer on flight display
Photo 013 is the venerable old DC-3 We’ll see more of the DC-3 later on!

*At this point, lets look at another mandatory area, planes from World War II:
Photo 014 is the great P-51 Mustang thundering down a canyon
Photo 015 is the Mitsubishi Zero in The Gorge
Photo 016 is the Default Corsair in pursuit
Photo 017 is the Zero and Corsair simulating aerial combat
Photo 018 is the great P-38 Lightning WOAH! Where did THAT come from?
Photo 019 is a show-stopper!!
Photo 020 is the P-38 and Me 262 simulating a dogfight
Photo 021 is the Heinkel Viper Jet parked near the fuel pumps
Photo 022 is the Douglas Dauntless Dive-bomber – Watchout Below!
Photo 023 is a great sight, the DC-3 and P-51 together!

*Speaking of firepower, HOW ABOUT THIS LADIES AND GENTLEMEN? (another of Brad’s mandatory areas)
Photo 024 is the US Navy F-4 Phantom taking off from 02R
Photo 025 is a British Naval Version flying dirty across the flightline
Photo 026 is the F-105 Thunderchief in a max climb! (sorry it’s a bit distant)
Photo 027 is the East German MiG-23 on static display
Photo 028 is the California Department of Forestry OV-10 Bronco on a LOW pass by Tony’s house (actually I think my gears did touch here somewhere…)
Photo 029 is of the B-58 Hustler fly-by
Photo 030 is the Hustler’s touch-and-go
Photo 031 is the Tu-95 Bear former Soviet, Heavy Bomber, parked out back
Photo 032 the F-15 Eagle comparing climbs with the F-105!
Photo 033 the Etendard Fighter – This thing flies like a big British Fighter!!
Photo 034 the Aggressor Squadron F-5 Tiger II on Static display
Photo 035 the Canadian Coast Guard Twin Otter near the hotel
Photo 036 is of the REALLY BIG An-225 demo.
Photo 037 is the An-225 on finals. “Is he REALLY going to land on the shorter strip?”
Photo 038 is of the Club’s A380 flying over that An-225! We have seen how aircraft developed into great fighting machines, but perhaps an even more significant development is the fact that the airplane has allowed us to transport people all around the world. The aircraft, more than any other development of the 20th century, brought people and cultures together. Lets take a look at just a few examples, shall we?
Photo 039 is the Flight Club’s Super Constellation on static display
Photo 040 is the Flight Club’s DC-7 from the tower view
Photo 041 is BCPA’s DC-6 on display
Photos 042 and 043 are of the Western Airlines 707’s arrival
Photo 044 is the Macedonian VC-10 on display
Photo 045 is the British Airways L-1011 on display (Recovered after Brad drove it into a house last year!!!)
Photo 046 is the Silk Air A320 demo
Photo 047 is from the Flight Club’s EMB-170 demo
Photo 048 is that South African A340 again, landing this time
Photo 049 is the new generation Boeing 7E7 taking off
Photo 050 is an Eastern Airlines CRJ-200ER
Photo 051 is Boeing’s 737-800, in Jetstar livery cleaning up after takeoff from 02L
Photo 052 is Thomas Cook’s A330 by Airbus on display
Photo 053 is the now retired Boeing 757 (love that plane…lets do another one)
Photo 054 is another 757, arriving to 20L
Photo 055 is a classic, the Boeing 727 on display
Photo 056 is the Saudi 777 display
Photo 057 is the Club Flags’ 777 with the Saudi T7
Photo 058 is Boeing’s 747SP in Corsair livery on display
Photo 059 is the Air Azores's A310, showing the performance of this fat little plane
Photo 060 is Evergreen’s Fairchild Metroliner on display
Photo 061 is the classic DC-10 on demonstrations
Photo 062 is the upgraded DC-10, called MD-11. This is Flounder’s own aircraft taking off for flight demos before heading to Pakistan for March’s FOTM
Photo 063 , at the end of the day, is a peek into the future…an Air Canada SST2010 Now that you have made it through all of this today, the organizers of this event would like to hear from you:

Brad, what a great FOTM, this was some SERIOUS FUN!!!
Peter, thanks again to you and Jeremy for this great airport – if I ever upgrade my hardware/software I will really miss it!

January 2005 - Reality Check

Friday, 17-December, 14:22: While sitting there listening to the manager of our section ramble on about, “…you have shown more productivity this past year…there have been fewer complaints…you are completing requests accurately and on time…there’s no money for bonuses or raises but hey, at least no one’s getting fired!…” I found my mind wondering into the virtual world of my next FlightSim flight. What a blessing it is to have this great hobby, which allows us to “escape” for a while, to someplace we’d rather be…that is, above the clouds!

I received and e-mail recently from one of our members asking me how I do it – how I keep my interest up. Seemed like a very odd question at first, like asking, “why do you love airplanes?” Because that’s how God made us. But my answer was that real life is what keeps me interested in the virtual world. There are always more than enough real world intrusions to keep the virtual world a place to let the mind escape for a while. It was at that moment, a little after 2 PM during our office “holiday potluck” that I decided my next PIREP would actually be a report of what REALLY HAPPENED on a FOTM. It’s something new for sure, but maybe something thoughtful too.

Sunday, 19-December, 20:35: After my wife downloaded our latest bank statements and started plowing through the bills I took 4 minutes to check my e-mails. There, buried in the middle of things was a note from Salina, “For now, why don’t you head for WMKK and wait there for further instructions. We’ll either be doing a SE Asia ‘LoCo’ tour (this is what I expected for this FOTM) or we’ll head south, WAY south.” I wonder where in the world WMKK is, I’m thinking Kuala Lumpur but not sure about that…

20:59: Standing in the kitchen, washing the days’ dishes, with the help of my son, I decide to start from Brussels because that’s where Rik’s flight ended…and I have not started flying that one yet either – I’m still trying to write myself out of a James Bond snafu! At some point I’ll need to look up a real-world schedule, maybe Brussels to Frankfurt to Kuala Lumpur, if that’s where WMKK is, I know it’s not Changi in Singapore!

Monday, 20-December, 05:25: My daughter had a bad dream or heard a noise or something and can’t go back to sleep, so she has joined my wife and I in bed. Now I can’t sleep, it’s about 40 minutes before I am to take off on the bicycle for work! I drag myself downstairs, dial up the Internet and then turn on the coffee maker. I load FS to “create a flight” using a default 777 and set in a plan for Frankfurt/Main Gate 44 Heavy to WMKK (which happens to be Kuala Lumpur by the way!) I use High-Alt Airways but then dump 2/3rds of the Intersections, keeping all the VORs. Once that is set I download real weather and then save the flight as “Salina.” Once FS is closed I go back onto the web to look for some real-world flights:

   Lufthansa 4593 is a daily flight leaving Brussels at 6:50 AM – they use an A320

   Malaysian 5 is the only non-stop, leaving Frankfurt at noon – looks like a 777 for that.

06:43: Pedaling across one of the bridges downtown, I have pretty much narrowed my thoughts down to the CRJ-100, Dash-8 or BAE-146. I like to use planes that we don’t see on this website every other month, and I haven’t seen a BAE in some time, so I finally decide to use my Lufthansa livery BAE for the first leg. Then, I have a Malaysian A380 I could use but I decide instead to take the futuristic Boeing Blended-Wing-Body plane I have (hold-over from FS2k). Seems that all these thoughts about flying great planes to far-flung locations helps to keep me warmer (38°F this AM) during the ride – or maybe it’s the mile-long hill I have to climb? But, just imagine you are step climbing up to cruise altitude for that long flight to Malaysia. First things first though, I still need to write myself out of the snag I ran into in my December PIREP!

21:10: While my wife and daughter are at the ballet, I took my son to the zoo, but it’s late and cold now, so we stopped by the office to let him play a little basketball in our gym – I sit at my computer, create a folder called “January2005”, and begin drafting the document you are now reading saving it to disc before we go to pick up the girls. So here we are, 10-days before the new flight is released and I’m on page two, line 14 already!

Tuesday, 21-December, 06:00: Best to have everything in place, story half-written, in case one gets a chance to fly! I insert first the CD labeled as FS2002-Jets extracting the Lufthansa BAE146 onto my hard drive, then assigning panel and sound folders before dragging it into FS2002 > Aircraft. Next is the CD labeled FS2002-Boeing, repeating the process for the BWB. Then it’s off to work. I figure since this flight information has not even been posted yet I can take my time getting to Kuala Lumpur, I need to work on flying Rik’s flight first (That’ll be my job for this week).

Monday 27-December, 08:17: I wonder if the earthquake/tsunami disaster will have any bearing on Salina’s FOTM choices? (Or like me, does she have these things done will in advance?) My thoughts and prayers go out to all the millions involved in this tragedy. I am sure that this event will have world-wide ramifications.

21:20: Dishes done, trash taken out, kids in bed, floor vacuumed, tomorrow’s lunch packed, sheets changed…I flop into my desk chair and fire-up FS2002. I go to the flight saved as “Riks” which is where I last left the Thomas Cook 7E7. I select the Lufthansa BAe-146 instead, then select “Go To Airport” choosing a small gate at Brussels’ National Airport in Belgium. I set “Time” for 06:50 AM – still labeled as night. (This keeps the real weather I had downloaded for Rik’s flight but will be different than the real weather downloaded and saved as “Salina.”) I tune the local VOR on NAV1 and 2 turning my Course Knob to 105. Ground directs me out to runway 25L, which seems like it takes half an hour to accomplish. Finally I am cleared for take-off climbing initially to 3,000 feet. I complete the left turn to intercept my radial outbound as I climb on up to 9,000 feet. < PHOTO 001 > Once trimmed for 248 knots at 9,000 feet on the 105 radial outbound from Brussels I tune NAV2 to Frankfurt’s VOR, then engage autopilot and go see why my daughter is up again.

22:00: Having solved that little incident I return to the sim to call-up Center. ATC directs me to expect the ILS for runway 07L so I turn right to 150 degrees retuning NAV1 for the ILS and turning my course knob to 071. I also drop down to 4,000 feet and as the H.S.I. comes alive am cleared down to 3,200. I disengage the autopilot, slow to 200 knots and intercept the ILS at 8 miles out. I continue to slow and drop in flaps until Tower clears me to land behind a departing 757. < PHOTO 002 > The real-world schedule calls for flights to be 1:00 hour but I shut down at the gate at 07:47, three minutes early.

23:20: Why am I still up? I load the flight previously saved as “Salina”, switching out the 777 to the BWB in Lufthansa livery. I call clearance for push-back and taxi back out to runway 07L. This plane seems huge and I have to be careful taxiing so as to not clip nearby buildings (thereby registering a sim crash which I cannot afford at this hour of the night!) After waiting for two arriving flights I am cleared for departure. Once through 3,500 feet and passed off to Center, < PHOTO 003 > I flip the NAV/GPS to GPS, engage autopilot for NAV-tracking - 35,000 feet - MACH 0.78 – Yaw Dampened. Then I’m off to bed. < PHOTO 004 >

Tuesday, 28-December, 06:17: I save the flight as, “Salina” and head out the door.

Friday, 31-December, 11:22: With the wife off enjoying a free day I really don’t want to make the kids watch College Football (frankly I couldn’t care less!)…so I retrieve my saved flight and call up ATC for directions to land in Kuala Lumpur. It is still night out the cockpit windows so I have no photos of the coupled approach and landing. There are some local Thundershowers however, making it a bit fun!

Saturday, 01-January, 17:15: I log onto the Internet to check mails and see that the Jan. FOTM is up – a Reality Check for us all. Here we sit in our comfortable homes with our computers or laptops (some of them quite aged but apparently still working) while in the real-world-lands under our FOTM people are living and dying in horrid conditions. The heartache is palpable. I spend the next several hours struggling with what to do – does one fly the FOTM as though nothing had happened, this is after all only a virtual game, right? Or does one pretend that he can actually DO SOMETHING, lend some support or provide for some, basic, unmet need? What do YOU do?

22:20: After going back and forth a bit I have decided that I must at least make a token attempt to express my sorrow and support for ALL THOSE involved in the tragic events. I sit on the couch and plan aircraft to fit each of the legs, then, back at my computer I unzip planes from the CD-ROMs into my FS hanger, finally assigning panels and sounds to each one. I download current real-world weather for Kuala Lumpur and save my flight.

Sunday, 02-January, 08:47: I fire up the computer, anxious to get started on a new FOTM challenge. Eager to see if I can make, even a virtual, difference in the world. I call clearance and request an expedited departure for my C-130 Hercules. < PHOTO 005 > (Hans, little did you know that your repaint was going to actually be needed!)

Something I hadn’t worked out was how to write my “story” since this is being drafted based on my REAL timeline or schedule. I imagine that I would have a bit of a mis-matched crew? I wonder who would be available to help me deliver the goods…maybe a crew of Pilipino Military Guards? Regardless, I depart northbound a little after 07:30 local time, < PHOTO 006 > heading northbound over the VBA and VPS VORs. We make a low pass over the island of Penang < PHOTO 007 > before continuing on to Sumatra. As the kids get up and get ready for breakfast I save the flight, to return later.

18:30: After a full day of “at home” work, a dinner out and etc. the kids are ready for an evening video while my wife plans the next several weeks of home school. I plant myself back at the sim completing some low-level supply drops on communities and villages in the northeast section of the island. < PHOTO 008 > Banda Aceh is getting a fair amount of real-world press but there are other areas, maybe not even yet accessed in need of supplies. ( http://www.lib.utexas.edu/maps/asia.html - See the last two photos! My Gosh!) My goal is to drop water, MREs, sheltering devices etc. I make drops of individually packaged parcels < PHOTO 009 > as well as a couple “skids” < PHOTO 010 > onto local runways in places such as Langkawii and Lhok Sukon. < PHOTO 011 > If there is one thing I learned in my Firefighting days it was that you can’t always help as much or as many as you might want to. Once the cargo holds are empty I head for Phuket, Thai, as I understand that there is need for MediVac pilots. I arrive to runway 09 around noon local time. < PHOTO 012 > Then, in the real world, the kids need to get into “Jammies” and off to bed.

21:41: I’m sure that for MANY out there, this method of doing FS would be very laborious, tiresome or distracting – “If you’re going to do it, just do it, or don’t attempt it at all.” Well hey, I love it and do it when I can. If I had to wait until I had the time for “focus” on my simming you would only hear from me a couple times per year. I’d rather sim a little bit every few days!
So, having said that, I’m off to find a MediVac plane to transport wounded out to a Military Hospital in Singapore. It seems that all of my fellow simmers have taken the most appropriate aircraft already, leaving me only one ERJ-135 which has had all of the interior amenities stripped out to make room for stokes and stretchers. (Sorry Tony, I’m sure it can be all fixed up back at the Bend factory later on!) With my dozen patients plus medical staff aboard I request departure at 14:26 local time and am directed out to runway 27 this time, for departure. Once the aircraft is cleaned, (through 3,000 feet) I turn right to pick up my 600-plus mile route to Changi. < PHOTO 013 > As we track down the eastern coast of Thailand and Malaysia, I enjoy the changing colors in the sky. < PHOTO 014 > Even amidst tragedy God provides some beauty – you just have to watch for it – like the rainbow after a strong storm. I arrive to runway 02R just under 2 hours later where there are ambulances waiting for my patients. Then, I’m off to bed.

Monday, 03-January, 06:00: I draft the text you have just been reading.

21:17: Another day wrapped up, I head back to the sim. My wife thinks I’m crazy…she’s probably right – but I always want to get these FOTMs done, I “get into” them! (Immersion is part of the fun you know!) I load up the Silk Air A320 and a fresh batch of real-world weather. Ground directs me out to runway 02L where I follow the Dash 8 on departure. < PHOTO 015 > As I climb away from Changi and make my turns to pick up my course back into Thailand I notice again how scenic this part of the world is. < PHOTO 016 > I remember that from my real-life trip to Singapore too – lots of tropical islands, JUST BEAUTIFUL!!

The new weather looks a lot like my flight into Kuala Lumpur from Frankfurt with T-Storms over the islands. < PHOTO 017 > Oh, I should speak of my schedule here. I know that Salina was talking “block times” of 19:00 and I was off that mark by about 12 hours. As I mentioned in her April FOTM last year, I like screenshots, especially one’s from outside, and therefore, I don’t do as much night flying as I probably should. Besides, were this flown at night, all I’d get to enjoy would be flashes of light in a black sky. This is much better! I arrive to Hat Yai International in under two hours. < PHOTO 018 >

Tuesday, 04-January, 00:10: I tried going to bed but due to an upper respiratory condition, I’ve been having coughing fits. Rather than coughing and hacking all night, keeping the family up…I’m happy to play the martyr and go downstairs – under the auspices of getting some hot honey tea. While sipping tea, I depart for Bangkok at noon in one of the Flight Club’s 737-500s

< PHOTO 019 >. Here are two more reasons for flying during the day! [PHOTOS 020 and 021 ] My hand-flown arrival to Bangkok is uneventful. < PHOTO 022 > Coughing under control, I’m into bed by 2 AM.

21:58: Once home from work on Tuesday there were some household projects, home school issues and other related jobs to do. Then, having watched the one and only TV show I follow, I fire up the sim and taxi the Caledonian A310 out to the active, < PHOTO 023 > heading for Jakarta. Salina, this time I leave just before sunset < PHOTO 024 > so that I can get some night flying in. Once ATC has me heading safely on my route, at 33,000 feet, < PHOTO 025 > I work on cleaning the dishes/kitchen. Into bed by 23:15.

Wednesday, 05-January, 05:35: There is an AI 777 in front of me, of course he can’t clear 07R in time and I have to go missed. Once I finally land < PHOTO 026 > and taxi to the gate I draft more of this text and compile some screenshots before work.

Thursday, 06-January, 05:40: Like I said, I “get into” these FOTMs and am anxious to see what comes up next – so I can’t wait to get up in the morning to fly the next leg. I load up the “Globe Explorer” Super Otter Turbo and wonder why I don’t fly this plane more often! < PHOTO 027 > I leave from Jakarta at mid-day, heading for the VOR as recommended, then a heading of 271 for 40-plus miles. Just for Peter, < PHOTO 028 > I spend a little time upside-down. Suddenly, AFTER my antics, the engine coughs and dies. I check my fuel, I check my pumps, I try restarting…I try restarting again…I check my generators, I check my batteries…I trim for minus 200 fpm and keep trying to restart, or diagnose my problem. I loose my suction, then loose my radios…I guess it was one of those random failures I have programmed in, I just hate it when it’s in my single engine planes. Luckily this time I’m in an amphibian so I land safely, then I have to wait 3 hours for a Coast Guard pick up. < PHOTO 029 >

17:20: With the family gone to an appointment, I have just enough time to load up the Singapore Airlines Lear45 for the jaunt back up to Changi. I depart early in the morning from runway 25R < PHOTO 030 > (boy is that a long taxi!) using VORs < PHOTO 031 > to hop into runway 02R just in time to go find some virtual breakfast – and get back to some housework in the real world!

Sunday, 09-January, 07:12: I deserve a break, don’t I? After another full weekend of church and family duties, and looking at taking down the Christmas decor today, I load up the EVA A330 for an overnight flight (virtual overnight – the flight will be running through the day today) to the location of my February FOTM: NZFC. I depart from runway 02L and once up through FL10,000 I set Otto to “take me home.” I work with the wife-unit on breakfast, get the kids dressed and we start with the general décor…then the tree…then the cleaning and packing…I land about an hour after dawn, a nice smooth ILS into runway 02R at Flight Club Headquarters 032 - 033 - 034 - 035 > where I’ll spend the next 6 weeks working on our AIRSHOW!

Monday, 10-January, 22:20: I work on the last of this documentation. This is about right, seems that I have been taking about 6-14 days to get our FOTMs done typically. But now you have had a chance to see what REALLY happens. I hope that this look inside “The Flounder’s” flying has helped to show you that you too can fit your hobby into real life…or it may explain why I am not more of an accomplished pilot by this point in my virtual flying career!

Salina, I’m sorry that this very fun SE Asia tour had to be “tainted” with the blood of disaster – but maybe it’s a wake-up call to simmers everywhere to realize that there is a larger, often hurting world out there beyond the sides of our computer boxes. I found the flights to be nice and short, yet quite scenic…the best of both worlds! Many Thanks!

Extra Flight 2004 - Rik's Feature

I have never had to take a story into two-months worth of PIREPs before but this was beginning to read more like one of Bill’s books. (You HAVE purchased your copy of GET REAL – the FlightSim Novel haven’t you?) Anyway, this is not that book but you may need to go back and read the Flight Club’s December FOTM PIREPs to get all the background information.
The RPMs rev and the tires squeal as I put the little Alfa Romeo convertible through its paces along Topanga Canyon Road in western Los Angeles County. I am heading through the canyons, past sagebrush, palm trees and wonderfully designed homes down toward Malibu and the famous Pacific Coast Highway (PCH1). Just as I catch the first glimpses of the blue Pacific Ocean the dash-mounted cell phone rings. I hit the answer button, “Yellooooooooow?” I say above the “Reeeeeee, reeeeeeeeeeee!” revs of the motor.

"Ron? It’s Peter”says the voice on the other end of the call. “Where are you?”

PETER STARK! I was shocked (and a little scared). After my antics last month I needed to be careful talking to Peter, I didn’t want to raise suspicion. Skreeeeeeeeetch, “Ummmmm,”

Reeeeeeeeee, reeeeeeeeeeeeeeskreeeeeetch, “Monacco.”

“Crickey Mon! Are you being chiased?” Peter asks.

Ruuuuuuuummmmmmmmm, “NO! Just havin’ a little fun.” Reeeeeeee, reeeeeeeeeeee. Ruuummmm-Ruuuuuuuuummmmmmmm-Rum-skreeeetch. “What do you need?” Reeeeeee, reeeeeeeeeeeeeeee

“We got us a hum-dinger mon, big problems. Me, Bill, Tony, Salina, Hans maybe others, we’re all caught up in this. So far as I know, you are the only one not involved yet.”

WHEW! Ruuuuum, ruuuuuuuummmmmmmm. So far it sounded like I was off the hook. “Go on.”

I say. Reeeeee, reeeeeeeeee.

“No one has heard from Brad either, he may be missing.”

“Are you kidding me?!” Ruuuuuummmmm-

“Remember Rik, used to fly with the Flight Club?” Peter continues, hesitating.

“Yea, sure. What’s old Vyverman up to anyway?” skreeeeetch

“Well, he might have some information on this too, he thinks he has a lead in the Mediterranean basin but he can’t get too close to the problem either – with his international ties and all.”

Reeeeee, reeeeeeee, reeeeeeeeeee. “So what am I supposed to do?” I ask. “You’re closer, in North Africa aren’t you?” Ruuuuuuummmmmm.

“Yes but last month an agent, using MY NAME AND I.D. was knocked off on some remote Chilean island!” Peter was practically shouting.

“He wasn’t ‘knocked off’!” I correct. Whoops!

“So far as we can figure there must be a ring of pharmaceutical smugglers. They raided Bill’s rather extensive pharmacy in Perth last month. They actually kidnapped him, took his DC-3 and made him fly them across the whole of the country down there.”

“WHAT?” Ruuuum-Ruuuuuummmmm-Ruuum-skreeeeeeeeeeeetch. (I pull off under a Eucalyptus tree at the intersection of Topanga Canyon and PCH)

“We can only guess after this,” Peter continues, “but we think they set off across the South Pacific. Tony ended up in a medication-induced stupor on some Tahitian island. As I mentioned, some guy claiming to be Peter Stark the Australian was ‘taken out’ on some remote Chilean island! One of our agents said he dropped Hans off in Ecuador but that the whole situation stank like a bloated dead dingo.” Peter obviously needed to remain “freelance” and under-cover in Africa, I only hoped that he’d be working on finding additional information from his end. I was also thankful to learn that there were some real, virtual, “bad guys” out there…but WHO WHERE THEY? Who would admit to flying virtual contraband?

Anyway, Peter had hinted that I’d need to get to (or near) the Mediterranean, which was FINE with me, I’d love to go there. So I was off to LAX to find a flight – something discrete.
Rum, skreeeeeeeetch reeeeeeeeee, reeeeeeeeeeeeeee, reeeeeeeeeeeeeeeeeeeeeee-

LAX to St.Maarten V.I. departing Monday December 13th at Oh-dark-30 in the morning: I boarded the Jetstar VC-10 with the other passengers. Frankly, I didn’t know they were still using these “Vickers” for regular flights – oh well, it’s all a story anyway! ATC directed us out to runway 7L for departure. I watched the Disney/Pixar movie The Incredibles during the long flight, [PHOTO 001] cabin service was pretty good too! As usual ATC brought us down late and the Captain had to make the procedure turn over the NDB [PHOTO 002] before setting up for final approach over the famous beach at Princes Julianna. [PHOTO 003] We arrived to runway 9 a little after 16:00 local time.

That night I hit the casino near-by to see if anyone knew anything about smuggling anti-psychotic medications. After talking with a half-dozen people “in-the-know”, I discovered that there was a group, calling themselves “The Six Pack”, who were thought to be conducting some devious acts of espionage, possibly to include smuggling, under the guise of “bar hopping.” One guy I met handed me a recruiting flyer from the group:

…adventures of six beer lovin’ flight simmers, trying to (against all odds) overcome bad weather, time zones, crazy air traffic controllers and muddy runways, as they go from continent to continent in search of… the perfect beer!!

This project brings together a somewhat “dysfunctional” group of pilots -- Strong believers that beer is the one true thing that can bring mankind together, members of “The Six Pack” intend to tour the world -- this web site will contain twists, tales and drama -- We all enter this adventure with good (or bad)intentions –

I asked where he had gotten the information and was told that a Canadian named “Bryan Kirk” had tried to hire him about 3 months ago. I spent the rest of that night and most of the next day scaring up leads from Montreal to Pittsburg to Tampa and Miami, through non-existent people…to Key West…then the trail seemed to fizzle. Something smelled of a Government Bureaucracy!
We knew from the flier that they were interested in beer, or at least that was their cover story, so the next afternoon I headed over to the most popular local bar. I found an old man willing to talk: “Don’t know much,” he said, “but one of them guys was here last week…said that they now had enough money to make it to ‘Papa’s III’. Something about getting paid off for doing a job.”
“Where’s Papa’s III?” I ask blankly – forgetting that a James Bond type could get the additional information from MI6. The old guy didn’t know but there wasn’t time now anyway, I was heading off to Paris aboard a Corsair 747SP.

We departed the islands about 16:40 local time [PHOTO 004] taking a heading direct to the Azores. [PHOTO 005] Darkness soon came upon us and the flight was finished just before dawn. We were having difficulties first with capturing the ILS (because I forgot to switch the NAV/GPS switch) so we went missed. Next time by I was having difficulties with the airspeed and glideslope trim (‘cause I still had too much gas in the tanks) so went missed again at only 2.5 miles out! The third time by we made the landing nicely, shutting down just before 6 AM local time.

Although I would MUCH rather be spending my internet time at http://www.plr.org/ , I found a bar on Corsica so booked a little RJ to run me down there. We left about 15:00, [PHOTO 006] cruised down to the scenic Italian coast at 21,000 feet, [PHOTO 007] arriving in Corte’ just as the sun was slipping down behind Spain. [PHOTO 008] There was just time enough to head over to the local “Disco” to see what I could find out. I pulled on the Tuxedo I had gotten from Salina last month and checked my supplies: the chamber and extra clip for my Glock-9 semi-automatic; exploding pen; tear-gas-canister pager; shoe-phone…no, I mean cell-phone; shoe-bomb and x-ray-vision-thingy. What else would 007 carry? Oh yes, my briefcase, the one from “Tattoo”, which still contained the plans from “Q” which, being a month old now, were worth little more than scratch paper!

I headed to a local hotel, (actually on the coast) with a nightly disco bar…too commercial for these guys. But, (Bill take notes) I did meet up with a young lady named Mercedes who said she’d take me to another Disco on the island. We drove in her little European roadster to the Spanish-styled building. (Bill, I wanted you to see the architecture here!) [PHOTO 009] At a “quiet” table in a corner I met a man whom I had seen painted on the side of a 747 before [PHOTO 010] (Bond never forgets a face). What’s more, this guy knew of “Papa III” so I also asked him if he knew of “The Six Pack” but he did not. He recommended several “party stops” along the Mediterranean (Captain Jack’s Pub and Beer Garden at the Sea Horse Hotel; Captain’s Bar and Casino Harghada; Hurghada Trocadero Bar; Pub 20 Bar at Three Corners Empire Hotel; Jimmy’s at the Safir; Hotel La Luna Summer Night Club etc, there were many more) and then handed me his Thomas Cook Captain’s calling card. “I’m off for the next couple of days, do you need a pilot?” he offered.

Sounded to me like the perfect opportunity to get kidnapped, but why not? “Sure” I said, trying to hide my enthusiasm. Early the next morning I had Mercedes take me to the airport at Calvi (St. Catherine’s) where I was to meet the man who called himself “Rik” (I should have been suspect of a guy who can’t even spell his codename correctly!) For some reason I was expecting something, sheik, something slick, something modern or even futuristic, something worthy of an international spy such as myself…what I found was quite different! [PHOTO 011] There was “Rik,” standing by an old T-28 Trojan trainer. I climbed into the back, waved to my little hostess and we were off, to Las Palmas. [PHOTOS 012 & 013 ]

There, Rik had a new, bigger plane awaiting and we set off on an amazing “wild goose chase” to: northern Spain; Nice and Cannes; then to Lyon; Geneva; Northern France; finally to Belgium. [PHOTOS 014 – 015 - 016 ] The conversations were the same at every single stop so I’ll just give them to you once:

   Rik: “Here we are!”

   Me: “Is this Papa’s III?”

   Rik: “No, but I know a great little bar here. You may find some information you need.”

   We’d walk in and they’d all say, “Hi Rik, who’s your friend?”

   Rik: “Some spy looking for ‘The Six Pack’.”

   Them: “We’ll give him a Six Pack.”

   Me: “I don’t drink, thanks”

   Them: “Well then, how ‘bout some steak?”

   Me: “Thanks but meat makes me ill and I’ve got important business to attend to.”

   Them: “Wow Rik, this guy is some looser huh?”

   Then we’d leave, heading off to Rik’s next worthless stop-over.

Two days later when we finally arrived in Brussels and my first priority was to get into a real bed, then I’d shower before worrying about these drug smugglers – but Rik had other plans. He drug me directly over to the Thomas Cook counter and booked me on the next flight out to Harghada, Egypt. I asked if he wasn’t going along and he looked at me incredulously: “No, I fly A320’s. Besides, I need to sleep before I fly.” He then turned and walked away, an off-duty flight attendant on each of his arms. “I thought Bond always got the girls” I sighed as I turned to board the 7E7, which was waiting at the end of the jetway.

In order to give you any details on my flight to Egypt I would have to have been awake. I was not, but see the pictures [PHOTOS 017 – 018 - 019 - 020 - 021 - 022 - 023 - 024 ] for scenes from that flight. (Note: the landing was so smooth that I didn’t wake up until we were parked up at the ramp and eager vacationers started climbing over me)

Upon my arrival in Egypt I took a taxi to the night club called Papa’s Beach where I was directed to the REAL Papa’s III, a place Rik described as the best local club on the sandy beach with no roof and loud music. [PHOTO 025]

I had to only ask once about “The Six Pack” and I suddenly found myself seated with Jack Johnston, an Irishman who had studied French before working in the likes of Dubai, Kuwait, Denmark and Switzerland. Now THIS GUY had connections! Then, shockingly, he admitted to knowing the head smuggler, Bryan Kirk! Jumping to my feet I grabbed him by the throat and slammed him to the table before wrestling him to the ground. “WHERE ARE THEY?” I shouted. “Where are the Six Pack Smugglers?” That’s the last thing I remember.

I awoke on a hard cot, in the well lit, empty cargo hold of a jet, winging it’s way to….somewhere? [PHOTO 026] My head ached! I struggled to focus my eyes on the faces nearby. “Okay,” I confess, “you got me! Finally. But who ARE you guys?” They rattled off their names: “Patrick, Ondra, Peps”… then the last man stepped forward, man was he ugly! “Peter Stark” he said. My jaw dropped! “THE Peter Stark?” I asked. “The Peter Stark from Robinson Crusoe!” he stated. “Where the **** is my airplane?”

“Ohhhh, THAT ‘Peter Stark’.” Ohhhh- how my head hurt! I just don’t see how Bill can keep this up, maybe it’s because he finds more girls who like their men, “weak and indecisive”? Whatever the case I was almost grateful to have been caught – I just wanted to rest. “So gentlemen,” I ask, “What’s the plan now?”

“We are planning on TRYING to continue our Around the World Flight,” they say. “We are live now at: http://aroundtheworld.vwss.ca. As for you,” they continue, “We plan to drop you off near where our problems started – then you’ll be on your own."

They then offered me a biscuit and some cool drink…I awoke several hours (or days) later on what appeared to be an unknown and uncharted tropical island. Now THIS was truly going to be a challenge!