November 2014 - St Helena Island

Back in June 2014 I was "hired" by http://www.platinumairways.org to fly Embraers for them. (pict1) Their OPEN SKY format works well for someone like me with a short attention span. From August thru October I was flying an Around the World Feature exclusively in E-jets. November marks Platinum's FIFTH ANNIVERSARY and so I took a CV-990 on another RTW flight using only Platinum Airways Destinations. By mid-month I had arrived into Cape Town, South Africa. From Cape Town it is a 1,700-mile flight to St. Helena Island and Dominique's Add-On Scenery.

I departed from my assigned parking in Cape Town at dawn. (pict2) After a south departure I turned to the Northwest and set out over Robbin Island and the vast openness of the South Atlantic. (pict3) All flights to St. Helena are a "long-haul over open water." The nearest alternate is some 2 hours away in Namibia! (pict4)

After a short downwind I flew the offset approach to a southbound landing on this little island paradise. (pict5) (pict6) (pict7) (pict8) (pict9) I shut down at parking and had two-hours to run down and check out the harbor. (pict10) (pict11) After enjoying brunch I returned to the airport (Jokingly called "Napolean International") and prepared for my return flight to Cape Town.

Departure from St. Helena is just before 11 AM local time with arrival back in Cape Town at 16:30. (pict12) (pict13) (pict14) (pict15) (pict16) (pict17) (pict18) (pict19)

All-in-all, a lovely days' flight!

September 2014 - Shot Down in WW2

I have to admit ... Paul related the story to me about ten years ago. I've written it down and sent it to his family. Paul is no longer with us but WOULD HAVE BEEN 90 this past summer. I knew that this FOTM feature was coming.
I chose a plane from my hangar that was "close to the look" of Paul's P-47. (pict1) Starting off from Naples I flew at low-level past Rome up to Grossetto. (pict2) (pict3) I never knew how many hills there were along this route. (pict4) (pict5)(I may have done better to stay along the beach?) (pict6)

(pict7)

After lunch at the base I was off the repeat Paul's last flight. I departed to the southwest and then made a steep climbing turn up to FL120. (pict8) (pict9) The flight to the cross-roads is about 100 miles. I found an intersection just off of the main highway and figured that was as good an area to hit as any. (pict10) As told, I rolled over and dove. (pict11) The ground comes up fast at nearly 300 knots! After keeping the target in sight for 12 seconds I pulled up (lower than Paul had recounted) and cut the engines. (pict12) (pict13)

The P-51 isn't terrible at gliding, not as bad as the P-47 anyway. She gave me plenty of time to call the controller and roll in some trim before bailing out. (pict14)

In Paul's story he rolled in some trim and bailed out letting the plane crash where it may. For this FOTM I stayed with the aircarft all the way until the crash in relatively open ground. (pict15)

I was thinking of the line from this song: http://www.youtube.com/watch?v=NJQ6Ug2f7t8
"What do you do when the gas is gone and you're flying the Thunderbolt?"
"You hit the silk and you say a prayer and you land with an aweful jolt."
"You drop in the jungle and wrench your back, you're thinking of giving up..."
"Yet, what do you mumble crawling back, you Hup two three four, you hup!"

It has been my honor to meet and hear so many stories from, "The Greatest Generation."

October 2014 - California Fires

2011
Yes folks it's true, I had to fly this FOTM as soon as it came in. It is one that in a matter of speaking I had already lived in the real world. (pict1) and ( www.flightsim.com/main/feature/e13.htm ). I immediately made my way to Burbank Airport and loaded up a batch of Hot and Gusty Santa Ana Winds and a CDF S-2 Tracker Fire Bomber. (pict2) When I was Fire Fighting in this area more than 25 years ago, the S-2s and B-26s were the most common air bombers in use.

As instructed, I departed eastbound into the wind and then made a right-hand turn quickly finding a visual on the 101 freeway westbound which passes to the south of Van Nuys airport. (pict3) Having lived out at the west end of the 101 during High School (FOTM November 2007) I could nearly name the LA County communities below as I flew at 1,000 feet. As I approached Westlake Village I made the left turn toward Zuma Canyon and spotted the road. (pict4) I followed that low through the saddle and continued down in the canyon (pict5)and out over the Pacific Ocean beaches that I still can remember clearly.

I made my second pass back up the canyon (pict6)(Turn the speakers up baby!!) and then continued to climb on up to 2,000 feet for the relatively short flight to Chino. (pict7)

Chino had its own Fire Department 25 years ago (pict8) and we (Riverside County / CDF) ran some mutual aide with them on some bigger incidents (like the fire along Highway 71 which is in Photo1 above). After 20 minutes on the ground to refuel and reload with slurry I departed southbound (crosswind departure) and immediately followed the 71 south, (pict9) across the 91, and picked up the 215 which is very near to where my Fire Station is located to this day. El Cerrito is a community along the 215 freeway just at the base of the canyon of the same name and was covered by Riverside County Station 15 (now part of Corona City, covered their by Station 7) – trust me, I know the area well! (pict10)

I opened the Bombay doors and dove aggressively into the canyon, (pict11) keeping at treetop height. As the canyon rose I applied full throttles and climbed. . . . . . This climbing up the terrain is certainly one of the most dangerous things!

In fact, I demonstrated the danger of cockiness by crashing into a tree-covered ridge about two-thirds of the way up the canyon!!! (Very embarrassing on this FOTM – in this location I know so well). (pict12)

Back to Chino:
I followed the same route down to El Cerrito Canyon, (pict13) this time making my runs a little safer, a little more conservatively. (pict14) Rocketing up out of the canyon is really quite the thrill I must say! (pict15) From nearly a mile high I dove back down the steep eastern side of the mountain range making my drop and shooting out over the local Golf Course. (pict16) (pict17) (pict18)

Next I flew past Lake Matthews (pict19)and beyond March ARB, (pict20) up into the San Gorgonio Mountains, (pict21) near Lake Hemet (pict22) and over Pine Springs Ranch (FOTM August 2010) where I made some low passes. (pict23)

Finally I returned to the REAL Cal-Fire Air Base, the Hemet/Ryan Airport where I followed a Caravan landing to the east. (pict24) What a fun FOTM (despite my humiliation) – thanks to everyone for your participation. (pict25)

.

2013
With another summer blazing and two more years to wait for this FOTM I decided to fly this feature again.

I repainted an A-3 Skywarrior in Cal-Fire/CDF themes and departed from Long Beach airport. (pict26) I flew north intercepting the 101 freeway near Van Nuys airport where I turned west. I was able to again find the location and make my required low passes (this time painting in the water-drop effects)! (pict27) (pict28) (pict29) (pict30) (pict31) (pict32) I find this model to be a bit "floaty" with flaps down, not the best thing for a Fire Bomber. After successfully making two drops along Kanan-Dume Road I turned east and headed for Chino Airport. (pict33) (pict34)

This time I switched aircraft into my repainted EMB-195; these modified AI Aardvark models are very versitile! (pict35) I departed again after about an hour and headed south along the same route I had taken last year in the S-2. (pict36) I flew south past El Cerrito Canyon (pict37) and then made a big left-hand turn to line up for my first drop. (pict38) With three notches of flaps in I set my autothrottle for 150 knots (pict39)and flew down the canyon making the first drop successfully (pict40)and then flying UP the mountainside safely! (pict41)

I turned about and headed back down the canyon (pict42) (this was FUN!) making a spectacular water drop! (pict43) The EMB-195 is obviously quite newer than the A-3 or S-2 and I had to deal with the audible call-outs in this newer, advanced cockpit:
"Too Steep - Pull Up!"
"Terrain - Woop, Woop!"
"Minimums"
"Terrain - Woop, Woop!"
"Minimums"
"Pull Up!"
"Minimums"
(pict44)

Following directions, I flew to and landed at March ARB in Riverside. (pict45) (pict46)

.

Later in 2013
I guess I wasn't done yet! The call came in from one of my facebook friends that there was a fire 200 miles to the north in the coast range just west of Paso Robles. San Luis Obisbo County also contracts Fire Protection Services from CDF so this was another call in the CalFire/CDF area! I filled the water tanks on the 195 and headed that way. (pict47)

The location was immediately west of Oak Country Ranch airport so I took a fly-by to get a lay of the land. (pict48) With that info I slowed my speed, dropped in some flaps and made my run .... (pict49) (pict50)

After knocking down the flames (and protecting my friend's property) I landed up at Paso Robles Airport. (pict51)

Just one more photo to share, from the El Cerrito Canyon fire. (pict52)

June 2014 - Scar Creek Revisited

It was February 2007 when Peter took us to Scar Creek, BC for several short hops into "bases" or camps that really were designed for rotorcraft. That FOTM was tough because it was cold and because the landing spots really weren't fit for landing aeroplanes. This month we'll be visiting Scar Creek again, in much more hospitable weather.
This FOTM came to me, actually, a couple of years ago when several of us were watching this video: http://www.youtube.com/watch?v=HMDPuqUqOOI and I asked the guys, "Why do you like flying things like Beavers that lack power?" They said things like, "It's the journey that counts" or "Sometimes we don't want to go fast."
Well, no one said you have to go fast, just throttle back a bit! Besides, if the jet-powered one can get more cargo in and out of smaller places, isn't that a win-win situation? So anyway, I downloaded a Caravan Amphibian for FSX and then simply tweaked the CFG file for 25% more power. Fun! So this month we'll be taking some "SOUPED UP" bush planes back to Scar Creek for some flying. One little detail to keep in mind this month though: There will be no switching of aircraft!

Scar Creek (CBA7) is 140 miles North-Northwest of Vancouver BC and will be the official starting (and ending) point of this months' flights. (pict1)(pict2)
Scar Creek is 300 feet ASL,
2,700 feet long and
Gravel.
Scar Creek is actually in the Homathko River - Tatlayoko Protected Area. Once you arrive into Scar Creek, pull off the runway, shut down and open the doors. Once you have done that, you will be given the following instructions: (pict3)

Your flights this month will be timed. The pilot that can complete all requirements in the LEAST amount of time will be declared the winner. Sure, cheating would be easy but I think at this point we are all above that!

Stating at Scar Creek:
The clock starts when you hit "Shift+E" to close the doors.
Next you must start the engines.
Then you'll taxi onto the runway and depart.
(I hope you parked close!)
You may fly a straight line over the mountains (pict4)or a curving line around the mountains but your next location is Tsuniah Lake Lodge (CAF4). (pict5) At this location you must land on the 4,000-foot grass runway. (pict6)
You must come to a complete stop in a location where passengers and/or cargo can be safely unloaded.

Tsuniah Lake Lodge:
As soon as you stop (or before) you should shut down the engines.
As soon as it is safe, hit "Shift+E" to open the doors.
Note the time because you must be shut down with doors open for 15 minutes.
At precisely 15:00 minutes hit "Shift+E" to close the doors.
Then you'll start the engines and depart from the runway.
You may fly a straight line over the mountains or a curving line around the mountains but your next location is a small lake just to the SOUTH of Puntzi Mountain (CYPU). (pict7) (pict8)
You must land on the water. (pict9)
You must come to a complete stop in a location where passengers and/or cargo can be safely unloaded. (pict10) (pict11)

From the Little Lake:
As soon as you stop (or before) you should shut down the engines.
As soon as it is safe, hit "Shift+E" to open the doors.
Note the time because you must be shut down with doors open for 15 minutes.
At precisely 15:00 minutes hit "Shift+E" to close the doors.
Then you'll start the engines and depart from the water. (pict12)
Your next location is Chilanko Lodge (CBX3). At this location you may land on the 3,100-foot gravel runway OR on the water. (pict13)
You must come to a complete stop in a location where passengers and/or cargo can be safely unloaded. (pict14) (pict15)

Chilanko Lodge:
As soon as you stop (or before) you should shut down the engines.
As soon as it is safe, hit "Shift+E" to open the doors. (pict16)
Note the time because you must be shut down with doors open for 15 minutes.
At precisely 15:00 minutes hit "Shift+E" to close the doors.
Then you'll start the engines and depart from runway or water.
You may fly a straight line over the mountains or a curving line around the mountains but your next location is back at Scar Creek (CBA7) (pict17) (pict18) (pict19)
You must land on the 2,700-foot gravel runway. (pict20) (pict21)
You must come to a complete stop in a location where passengers and/or cargo can be safely unloaded.
As soon as you stop (or before) you should shut down the engines.
As soon as it is safe, hit "Shift+E" to open the doors.
Note the time.
The difference between your starting and ending time is your TOTAL TIME for this FOTM.

I started at 10:00 AM and flew NE to Tsuniah Lake Lodge.
I shut down at 10:16:42.
I started at 10:31:45.
I flew N to the Little Lake.
I shut down at 10:46:00.
I started at 11:01:00.
I flew W to Chilanko Lodge choosing water.
I shut down at 11:14:45.
I started at 11:30:00.
I flew S back to Scar Creek.
I shut down at 11:49:10. (pict22)
Your goal then is to complete this FOTM in roughly 1 hour:50 minutes. Sure, there are many aircraft that could "do" this FOTM but will you be able to pilot one that is the most versitile?

September 2014 Original

My name is Paul Lefkow and I am 90 years old. I was a Fighter Pilot in World War II, flying the P-47 Thunderbolt and this is my story - well, a very small portion of it.

My story starts on the 23rd day of September, 1944 in Grossetto, Italy. We had moved from Corsica about a week before and were now housed in swell quarters in town with bunk rooms, an activity hall and mess hall too – we even had tablecloths!

The whole group (four Squadrons) were living in one building and the 527th had the ground floor. Well, anyway, on the morning of September 23 I drew the assignment as the "spare pilot" which meant that I wouldn't be flying for the day. That morning, after the group left on their missions for the day, two of us were sent down to Naples to ferry up a couple of brand new planes for the outfit. These were the nicest, newest models fresh from the factory and after giving them a thorough check-over and getting clearance from the ground crews the two of us took off and headed back to base. (pict1)

We were flying the terrain, just about 50 feet above the treetops at high speed! It was one of my best days yet with the squadron. I remember looking off to my right and seeing a young girl standing on the porch of their farm house. We must have flashed by in about 3 seconds but I remember her waving. I waved back but at our speed and low altitude I have no idea if she saw that.

We pause Paul's real-world story here to tell you that leg one of this FOTM starts out in Naples, Italy where you will choose a World War II-era fighter of your choice and ferry that at tree-top level, up north to Grossetto.

Later that afternoon, after returning to base (I think it was about 13:30) I was climbing into the sack for a quick nap when Lt.Col. Gates, the Operations Officer, came into the room and asked Al and me if we wanted to go on an extra mission that had just come in. He said it was just over the lines and would be, 'an easy milk run'. He assured us that we could easily be back in time for chow. We both said, "Okay" and headed off for a quick briefing; this was going to be my 19th mission. Intelligence had learned that the Germans were bringing up more troops in preparation for a 5th Army advancement by the Allies. Our mission was to simply go bomb a crossroads between Fraenze and Imola to cut-off the German advance. (pict2)

We checked with the ground crew and I was assigned aircraft number 74; it was the worst ship in the whole outfit with more aborted missions due to mechanical problems than any of our other planes. The mechanic assured me that she was in "top-flight condition" and said that they had put a brand new 100-gallon belly tank on. "Whatever you do, make sure that my tank gets back in one piece!" he told me.

I was just wearing my coveralls; no flight uniform or anything, I wasn't even carrying my .45 pistol. (I figured if I was surrounded by a bunch of Jerries it wouldn't help me much anyway.) I did grab a survival kit and some maps, a compass and a few other little things. Then, I think it must have been around 15:00, Al and I took off.

The flight was easy, the weather was nice and the flying smooth. As we came over the target at 12,000 feet we had about 90% cloud cover but after a couple of circles Al had our target picked out and we started our dives. We peeled off, one at a time, rolled over onto our backs and dove into the clouds. We broke out at around 6,000 feet and Al called over the radio that he had tracer bullets flying at him. I knew that because I could see them too but our target was clearly in view now and we continued our dives nearing 300 knots! (pict3) We each dropped our two, thousand-pound bombs at around 2,500 feet and pulled up hard – the tracers were flying all around me but I slammed the throttle full-forward …

As I just started to climb I suddenly felt this tremendous shudder! It was as though the plane was being lifted right up under me, we shot straight up like a fast elevator and the engine coughed. I guess I zigged when I should have zagged, I don't know. I continued pulling back on the stick and pushing the throttle forward but as I cleared 5,000 feet the engine exploded into flames! I don't remember being scared, it all seemed to run in slow motion, automatic I guess. I called the forward controller on the ground and told him that I had been hit and was turning back toward the battle lines; at first I thought that I could drift back over to the Allied side. I reached down and pulled the lever to drop the fuel tank wondering what the Mechanic would say when I returned with no tank and a shot-up aircraft?

That old T-bolt glided like a brick and I quickly realized that I was losing altitude fast; I gave up making it back to the lines and fear took over. I called Al and told him I was going down – down ON THE GERMAN SIDE! There are no words to tell you how scared I was. I remember my hands shaking and my fingers bumbling as I reached up and pulled the lever to slide the canopy back. The flames were still burning hot and I felt my skin blistering from the heat. I unhooked my radio and seatbelt and rolled in a bunch of nose-down trim. I kept back pressure on the stick with my right hand as I climbed up and sat on the edge of the window. I could see the ground coming up fast and knew that I only had seconds to live or die.

We again interrupt Paul's real-story for leg two of this FOTM. Take your World War II-era fighter and depart Grossetto at 15:00 local time. Fly up north "between Fraenze and Imola" and perform a dive-bombing run from around 12,000 feet. Pull up at 2,500 feet and then kill the engine as you pass through 3,000 feet. See how far you can glide and take a photo of the crash!

I simply laid back and rolled over the side. I don't remember pulling the rip cord or anything. I imagined that I'd watch my plane nose-dive into the earth but what I noticed instead was that I was still falling, fast! I looked up to see that my parachute was tangled and only flailing above. At that moment I crashed through a tree, the chute and cords snagging into branches as I fell through to the ground. The impact with the ground crushed my left foot and ankle fracturing I don't know how many bones from my toes to my hip. I knew I was on the German side and at that moment I didn't feel any pain.

I quickly crawled to a little stream where I took off my helmet and headset and buried them in the mud. I waited there several minutes until I heard no one and then hurried into a cornfield that was across the road. As I was crawling on my belly through the rows of corn I came to a little open space and as I crossed I remember hearing three or four distinct "clicks". I looked up and saw four German soldiers standing over me. It was like they were just standing there waiting for me to crawl passed them. They weren't wearing uniforms, just shirts and sweaters but they were German alright! They greeted me with, "Fur mir, der krieg war fertig" (For you, the war is over – or at least that's what I figured they were saying.) I must have had a blank look on my face because one of them motioned with his rifle and said, "Huns Ooop." I stood up and raised my arms.

(pict4)

Over the coming months, Paul was taken north to the Baltic Sea, to a POW Camp specifically for Allied Airmen (he arrived on Christmas) where he spent the rest of the war.

April 2014 - New Orleans

Four Months!
It's been four months since someone has submitted a feature Flight of the Month on their own and without us "having to make due" with something from our archives! YAY BILL!
I was so excited by the prospect that Bill may actually come through with on original FOTM that I was up at 12:01 AM to check and see what he had offered.

While I've never seen any of Bill's favorite TV shows (not much of a TV-watcher myself) I was anxious to get flying just for the sake of flying something new. How anxious was I? I was up at Midnight:01 to check. By 3 AM I was ready to depart KPDX so I flew a retro-painted Continental EMB-190 to New Orleans (Armstrong). (pict1) (pict2)

Bill suggested that we could take a tour through each city so upon landing I loaded up my favorite amphibian ("Stratojet") and took a low-level tour of N'Orleans including landing on the river. (pict3) (pict4) (pict5) I was disappointed that there weren't any Stearnwheeler Riverboats shown in FSX. (pict6) Finally I landed up at KNEW a little regional airport. (pict7)

At this point I switched into an Eastern EMB-175 and flew non-stop to Baltimore/Washington. (pict8) (pict9) (pict10) Upon my arrival (and after lunch) I took another Stratojet on a low-level tour of Baltimore, (pict11) (pict12) then on the Washington DC, (pict13) (pict14) (pict15) (pict16) then on to New York via Philadelphia (pict17) (pict18)
(pict19) (pict20) (pict21) (pict22) (pict23) (pict24) (pict25) (pict26) and finally down to Atlantic City. (pict27) (pict28)

Finding nothing to really look at in Atlantic City I returned to Philadelphia and took a land-based tour of this historic US city.

Confession: I have said that when it comes to classic jetliners I prefer to fly the CV-990. That's true, it's in my "FAVORITES" Hangar. But I had such a pleasant flight in the DC-8 last month that I wanted to fly that again so I loaded up one of these classics and headed Trans-Con back to KPDX. (pict29) (pict30) (pict31) Thanks again to Bill for the chance to fly to/through some new locations!

May 2014 - Indonesia

Wednesday night, April 30th, 2014:
Tired after another full day of work and jobs and family and house stuff I collapsed into bed ... counting the days until another weekend.

"We welcome our three new Captains to PACIFICA AIRWAYS and know that you will serve us well, and proudly."
These words were spoken by a small, Indonesian man, standing before us at a podium. The lights were bright and the room was stiflingly hot. I looked around to see two other men in white shirts with Captains' stripes on their shoulders. I glanced at my own shoulder to see that indeed I was one of the three standing before the man who was rambling on about a proud history of service and quality in the world of Virtual Aviation and yada yada yada ... I looked over at the other two men again; one of them indeed looked to be of Southeastern Asian descent but the other man looked like Alejandro! Why was he here rather than publishing a FOTM feature for TooMuchFS?

My thoughts were interrupted by applause from the small audience. Three ladies stepped up to us and placed a shell-and-bead necklace around our necks. (pict1) Someone snapped photos and the next thing I knew we were out on the tarmac. The wind was HOT and the air was HEAVY with humidity. The young man walking next to me was talking excitedly about our route to Biak and then Jayapura and as he talked I was glad to see that we were walking toward an Embraer E-jet. (pict2)

Once up into the cockpit we began running through our checklists. (pict3) Soon, with pasengers and fuel loaded we headed out on the roughly 550-mile flight from Ambon to Biak Island. (pict4) (pict5)

A quick turn-around in Biak (including an aircraft change into the EMB-195) and we continued on nearly 300 miles to Jayapura. (pict6) (pict7) Here's a short little tour of the city: http://youtu.be/wVHUOGguOAQ

As we approached from the southwest it became apparent that this was one of Microsoft's famous "airports in a hole." Not as deep nor steep as many we have seen (I've noticed over the years that Alastair seems to be afflicted with these due to his enhanced worldwide scenery). As I approached low over the trees, with the TERRAIN WARNING blaring I knew that I was no longer dreaming. (pict8) Visions of spending the month flying over scenic views to warm destinations like Bali and Jakarta were just not going to be worth the time.

On more than one occassion I have asked about perhaps letting TooMuchFS go due to lack of interest and participation and I have heard nothing back. So, likely I will spend the rest of May and June (June is my flight anyway) continuing to archive away our old flights and features. (pict9) (pict10) (pict11) (pict12)

After landing the E-195 in Jakarta I shut down, logged off and bid my hosts farewell. We'll see what Hans comes up with for July.

February 2014 - Tibet

My Month in Tibet:
By Ron Blehm
Sim Pilot
President and Founder of F.S Flight Club International
pretendpilot@yahoo.com

It used to be that pilots would drop clues or hints or first drafts of their Flight of the Month submissions on my desk for review prior to publication. That was in the past. It’s not unheard of these days that even I, the president of this club, have no clue what is coming up! Such was the case for February’s flight. There I was, relaxing in San Diego, getting up close and personal with the relatively high volume of traffic into the single runway with no idea what was coming up. (pict1) I went into Friday night only assuming that a flight had been prepared.

Everyone deserves one day off per week and Saturday is my day to “check out” and as usual, I did. (This is a good time to plug the inspirational sounds of http://www.plr.org Upon returning to my room Saturday night I was met with disgruntled messages about the lack of a Feature Flight. I checked my messages but there was nothing regarding a flight assignment or delay. I checked my mail and found only a certified letter from “tibetmissions.org” requesting substitute pilots for a few weeks to fly supplies and teachers and doctors to remote Tibetan outposts. It actually sounded like the perfect Flight of the Month!

Later that night I secured a jumpseat aboard a DC-10 headed to Honolulu. (pict2) We arrived late on Saturday February 1st.

After midnight local time (there is no tropical paradise for the President!) I was aboard another DC-10 headed to Singapore where we arrived just after dawn on (pict3)… Monday February 3rd. (pict4)

Later that afternoon I flew as F.O. on a 735 into Lhasa Tibet, (ZULZ) which is in a valley some 11,000 feet above sea level. (pict5) (pict6) (pict7)

Tuesday February 4th I was in bed with altitude sickness.

Wednesday February 5th I was in bed with exhaustion.

Thursday February 6th I was at the airport getting reacquainted with a KingAir 350 turboprop. I flew a few touch-and-goes Thursday afternoon. (pict8) (pict9)

Friday February 7th I loaded food and mission supplies and headed to Hak-tu (ZUKU) a remote northern outpost more than 17,300 feet above sea level. I set in a flightplan following the valleys more than the mountains. (pict10) I had set cruise for 22,000 feet but even then I wanted to be sure to avoid the higher terrain and follow the relative lowlands. (pict11) The landing on the semi-improved gravel strip was smooth but at 17,300 feet my 90 knots of airspeed was fast. The KingAir is not speedy-enough at reversing pitch on the props and I had to lock up the brakes to stop before smashing into the rocks at the end of the runway! (pict12)

The eager villagers poured out onto the runway to greet my arrival and directed me to park under the shade of some nearby trees. (pict13) Whilst I had been scheduled to return to Lhasa later that afternoon the hard stop on the gravel runway meant that I needed to make a couple of little repairs to the wheels/brakes. Namely, I needed to use a hammer and chisel to pound out the rocks that were jammed into the wheels. By the time that was done the brake discs were damaged enough that I wanted to call the Chief Contractor for advice.

Sunday February 9th I uneventfully returned to Lhasa in the AM. (pict14) (pict15)

Later that day I was asked to haul some motors and equipment down to Tukla (ZUTX). With further repairs made and the equipment loaded I headed out on the shorter flight. (pict16) I arrived without concern and began unloading the heavy gear. (pict17) As I listened to discussions I learned that there was a very ill woman there with her doctor and they needed urgent MediVac. Even though I wasn't scheduled to return to Lhasa until the AM we loaded the patient and child and doctor into the plane and sped back to ZULZ. (pict18) (pict19)

Monday February 10th: I was so excited by my success in flying and delivering the ill to better medical care that I was back at the airport by first light seeking a new assignment. I was asked to take some Medicine and "Mission Supplies" to a distant Tibetan outpost called Nyingchi (ZUNZ). As I was studying a map and carefully plotting my route (pict20) the Chief Contractor stepped up and asked for a favor. I wasn't likely to turn him down after the $35,000 repair I had cost him over the weekend. A Pastor needed to be dropped off at Nungu which was along the way. "Okay, that's fine."

We departed after sun up and followed a winding track through the towering mountains. (See photo 20 above) Even at 23,000 feet some mountains towered over us! Along the way I think I spotted Shangri-La, that famous "HAVEN" said to be hidden deep in the Tibetan Mountains! A more lush, green valley with a river flowing through it. I committed to checking it out on my return trip! (pict21) (pict22)

The approach to Nungu was crazy, following the poor excuse for a road down a steep, winding canyon until suddenly THERE IT WAS before us. This is a one-way-in / one-way-out sort of a place. (pict23) (pict24) (pict25)

Having dropped off the Pastor I quickly turned about, taxied out for the longest possible take-off and gunned the engines, climbing back out the canyon. (pict26) Beware that I saw some AI birds on departure and knocking into one of those would certainly be a deadly proposition here!

It was a short-mileage flight over the mountains into but I had to climb through 14,000 feet to get over and around everything. My approach into ZUNZ reminded me of Corcheval France - except that this runway is flat and longer (course it's also at about 14,000 feet above sea level!) (pict27) (pict28)

Having made the delivery at mid-day I turned around and headed back out from Nyingchi. (pict29) My route retraced my steps: pict30 (pict31) (pict32) I checked the GPS and this is actually (pict33) along the Yarlung-Zangbo River. (pict34)

(pict35)

Dawn on Thursday I set off for Bangda, far to the east. (pict36) (pict37)

Early on Friday I headed over to Machuka, just over the boarder in India. (pict38) I actually enjoyed it here enough that I called the boss and asked to stay until Sunday. After breakfast Sunday I returned to Lhasa.

I was then asked to return to Hak-tu for the weekly delivery. (pict39) I was a bit intimidated after the last outing but have learned more about the KA350 so accepted the offer. Much better this time. (pict40) On Monday the 17th I returned to Lhasa and bade farwell to my hosts. (pict41) (pict42)

Monday afternoon I flew an EMB-170 down to Kolkata and then took an EMB-190 to Phuket. (pict43) (pict44) (pict45)

March 2014 - Pan Am

I should, right off the top, give a nod to fellow simmer Bruce Scott for the inspiration of this FOTM.
http://youtu.be/JVE7JKrN_40
http://youtu.be/eDyN3zzefzo
http://youtu.be/fV8GLel32I8
I'm not at all convinced that people visit TooMuchFS.com anymore or even read our Pilot Reports. We've had a lack of reports for over a year and pilots aren't even filing their flights anymore. We used to look forward to our upcoming flights and challenges, now it seems like it's just another job to have to complete. Although Hans has graciously paid for 2014, I'm thinking that F.S Flight Club International may have run it's natural course and simply needs to be archived. (We'll still all be friends and there's always Facebook!) I don't know, e-mail and let me know what you think.

So there I was at the end of last month, hanging out in Phuket. (pict1) (pict2) When March 1st came and went without a FOTM I pulled out some old memories. (pict3)

Leg One: Pan Am Today:
A-320s are well-established as a major player in the Shorter-Range Airliner market and were Pan Am around today they certainly would use this type of aircraft for flights such as my flight from Phuket to Hong Kong. (pict4) (pict5) (pict6)

Leg Two: Pan Am Tomorrow:
Were Pan Am still in existance in the very near future they would likely be eager to add the 748 to their front-line fleet. I flew this beautiful aircraft to Honolulu. (pict7) (pict8) (pict9)

Leg Three: Pan Am Yesterday:
Pan Am were one of the airlines that were "brave" enough to order both Boeing and Douglas aircraft at the same time. Not one over the other but both, together in one seamless family. I flew the DC-8 version from Honolulu to San Diego. (pict10) (pict11) (pict12) (pict13)

Leg Four: Pan Am "Hopper":
San Diego is relatively close to home so another Pan Am flight from KSAN up to KPDX. (pict14) (pict15) (pict16) (pict17)

December 2013 - Ethiopia

November 12, 2013:
I quickly discovered that being in the arid climate of Nakhchivan, a world away from home, was not as interesting as I had hoped. Sure, there's a rich history but it wasn't quite enough to keep me entertained for three weeks! Knowing that our December Flight has been sitting here waiting for nearly two years I arranged a flight from Nakhchivan to Addis aboard an Ethiopian 737. (pict1)

Check out the cockpit video: http://youtu.be/-MnaEFLF2LY

Once I arrived I tried (unsuccessfully) to contact our friend Daniel. Having struck out there I headed to a Mission Office where I had stayed in the real world. (pict2)

Finally able to work out all of the details early, I fired up the Ethiopian Q400 early in the morning and headed out, first to Gonder and then on north to Axum before returning to Addis. All flights were completed before 14:00 without incident (other than I haven't flown the Q400 much in the past two years and found that it really kept my hands FULL!) Photos Below:

(pict3) (pict4) (pict5) (pict6) (pict7) (pict8) (pict9) (pict10) (pict11) (pict12) (pict13) (pict14) (pict15) (pict16) (pict17) (pict18) (pict19) (pict20) (pict21) (pict22) (pict23) (pict24) (pict25) (pict26) (pict27)
Here's a quick cockpit-view of the entire FOTM: http://youtu.be/tiTIzdELfok

Daniel, I have no idea what has happened to you but thank you for flying with us and submitting this feature. Success to you.

January 2014 - PNW Amphibians

In November I was bored in Nakchivan so reported to Addis. Unable to find Daniel I flew the required FOTM and then proceded immediately to Greece. I spent all of December flying Embraers around the Greek isles. I will spare you more photos of my E-jets. In mid-December Peter called me and asked for a swap so I traded his flight with this feature from Dante'.

Departing Athens at dawn in a DC-10 I headed home to the Pacific Northwest. (pict1) My route took me northwest over Germany and Denmark and Norway. (pict2) (pict3) At that point, basically the shortest day of the year in the Northern Hemisphere, I caught up to night-time. (pict4) My route, in the darkenss, continued north of Iceland, over Greenland and pretty much all of Canada! I then dropped down over a recent FOTM and landed into Seattle-Tacoma. (pict5) (pict6) (pict7) (pict8)

At this point, I needed a good amphibian for the month - something sturdy as during this time of year these little lakes might have "icebergs"! I fired up a Flight Club version of something I should be flying more; the Stratojet Albatross Amphibian. (pict9) Departing from Emerald Harbor Air in North Seattle I flew to and landed on the following lakes:
Alder (pict10)(pict11)
Rimrock (pict12) (pict13)
Riffe (pict14) (pict15)
Spirit (pict16)
Swift (pict17) (pict18)
Yale (pict19) (pict20)
Merwin (pict21) (pict22)

I then continued south (pict23) and landed on the Willamette River in Lake Oswego. (pict24) (pict25)

Home for the Holidays.

Finally, I departed from Portland and flew down to San Diego where I will launch into February. (pict26) (pict27) (pict28) (pict29)

November 2013 - Iran

It's interesting how these things work out.

On Monday October 28th I received a FOTM suggestion from Mahmoud (whom I had not previously "met" before.)

I got his FOTM all worked up and loaded to the website with the date in 2016 sometime - figured we'd just hold onto it for the future if needed.

Wednesday, October 30th: I flew a Continental EMB-190 to Chicago O'Hare, figuring I could go anywhere from there. (pict1)

Late on Thursday, October 31st: I figured out that there WAS NO FOTM for November. Quickly I loaded up an Eastern Air Lines 773 and departed on a 12-hour, (pict2) overnight flight to Beirut. As I flew through the darkness I re-dated Mahmoud's flight suggestion and by 2 AM (Pacific Time) November 1st we had a FOTM feature to present.

I landed in Beirut just before 15:00 Friday and spent the weekend in one of my favorite cities! (pict3)

Monday, November 4th: I departed in a Cedar Virtual EMB-195 and headed just under 800 miles to Tehran for the month. (pict4) (pict5) I arrived before noon and was greeted by ... "some of the largest Anti-US protests seen in a generation!" (pict6)
"Ummmm, Mahmoud? I'm not sure that I am comfortable with this."
I certainly wasn't going to insult Islam or their Prophet by pretending to fit in so I grabbed the first EMB-195 I saw (Saudi Registration) and shouted something about "my name is Brad and I'm from Canada, Ay!" I quickly departed for .... not sure. (pict7)

Climbing quickly I headed southwest toward the coast and my first stop of the month, Bushehr. (pict8) Enroute I crossed over the VOR at Esfehan and figured I could hit that on my return journey - if there was to be a return. (pict9) (pict10)

Checking the FSX flight logs, this was my 2,600th landing!

After blending in with the tourists for a few days I headed back into the frey:
(pict11) (pict12) (pict13) I contemplated looking up Mahmoud but by the time the taxibus had left the airport property I knew this was a mistake! I got off at the first opportunity and returned to the airport and the relative safety of my Embraer.

I returned to the Captial (pict14) where I was treated to some 748 AI traffic! (pict15) (pict16)

Things had simmered down a bit by Friday November 8th when I took another EMB-195 to Karmanshah. (pict17) (pict18) What a great place! The area and geography was fascinating. I liked the approach and the airport and certainly there was much history to explore in the nearby carvings and caves. (pict19) I spent a lovely weekend here.

Monday the 11th had me onward to Uromiah and Rasht. (pict20) (pict21) (pict22) (pict23) (pict24) (pict25)

While I was at Kermanshah I learned (for the first time) about, "The Nakhchivan Autonomous Republic." This is an autonomous area of Azerbaijan, governed by its own elected legislature. Armenian tradition says that Nakhchivan was founded by Noah. Nakhchivan is extremely arid and mountainous. Its highest peak is Mount Kapudzhukh (3904 m) and its most distinctive is Ilandag (2415 m), which is visible from Nakhchivan City. According to legend, the cleft in its summit was formed by the keel of Noah's Ark as the floodwaters abated.

This bit of history I had to check out so ditching the rest of the FOTM I departed Rasht early Tuesday the 12th and headed to Nakhchivan City. (pict26) (pict27) (pict28) (pict29) (pict30) (pict31)

Mahmoud, thank you for your submission, we are thankful that the sim-world is a more peaceful and cooperative place!

October 2013 - Colorado & Montana

The air was dank and stale and heavy ... weary. The man in the hotel room next to mine is sick and the walls do not drown out the sound of his wretching. In my years of flying for F.S Flight Club International I have awoken in other stuffy and un-fresh cities; Mumbai, Kuala Lumpur, Islamabad, Nairobi, Bujumbura and Lima to name a few, but never in Sao Paulo. (pict1)

"Guess I'll add this one to the list of places to not be on the first of the month" I muttered to myself as I contemplated another sip of bitter tea. I checked my watch again, only two minutes since I had checked it previously. Now it said 5:07. "Only fourty lousy minutes until sunrise." That meant an hour before my taxi ride to the airport. I had showered and packed my bags the night before but hearing the man next door made me want to shower again. I grabbed another SUPERFOOD from the fridge and returned to the outside porch.

I don't want you to think that my time in Brasil had been miserable but by now I was tired of the city and the smell and the commotion. I needed to get away and was thankful that the main features were in Colorado and Montana where the air was clean and fresh and decidedly ... "unsticky." I'm still not sure what Tony was thinking having us start out in Texas but I figured I would only be there but a few hours anyway.

I slumped into a near-by chair and waited for the day. (pict2)

Finally, mercifully, it was time to drag myself and my bag down to the lobby.

I've made some tweaks to my FLIGHT CLUB EMB-190s (not the 195s) for fewer passengers, more fuel and featuring some new, experimental engines to give me a greater-than expected range near 2,700 miles. I pre-flighted and prepped my special "Flight for Tony" livery and set in a flight to one of my favorite airports, Cartehenga Colombia and then continuing on to Austin. (For those on Facebook you can track photos of my top-100 FS locations at: https://www.facebook.com/pages/Embraer-190-in-FSX/519664471394934?ref=hl

Departing Sao Paulo just after 7 AM I flew at FL 360 across the whole of Brasil and Colombia landing at Cartehenga at 11:30 AM. (pict3) (pict4) (pict5)

After a bite of lunch on the observation deck my plane was refueled and ready to go by 13:15. The next leg took us across the Caribbean and the Yucatan before a straight-in approach to Austin at 17:30. (pict6) (pict7) (pict8)

I parked that EMB-190 and checked out the "Flounder-One ExecuJet" which has bunks! (pict9) After dinner at a nice cafe' in the airport I was bunked down by 19:00 and fast asleep. The next morning I was up early to eat, pre-flight the ExecuJet and prepare for the leg into Eagle, CO. (pict10) I departed Austin at 07:40 AM and enjoyed the sunrise on the way to a 9 AM arrival into Eagle/Vail behind a CRJ. (pict11) (pict12) (pict13)

Just over 2 hours later I was heading out again for Glacier, MT near Kalispel. I noted that the route would take us over another scenic FOTM from years past: The Yellowstone / Jackson Hole flight from Alastair! (pict14) (pict15)

As I made my approach to Kalispel over Flathead Lake I was amazed by the views. (pict16) Considering how geographically close Montana is to Oregon I have never set foot not finger into the state (even in FS) and ... well, this is just spectacular! (pict17) At that moment I knew that I couldn't be moving on anytime soon! After three weeks in Rio and Sao Paulo I figured another three (or five) weeks in Glacier was JUST THE THERAPY I NEEDED! (pict18) (pict19)

After two weeks in Glacier I was ready to keep flying (figuring that I could come back after just two more legs into Canada). Getting clearance for a low-level flight across the boarder to Fairmont Hot Springs was a CHORE! "C'mon people, Trump flies a freaking 727 for crying out loud!" Finally I was ready to head out. (pict20)

I departed Glacier at dawn and flew up the valley (through a bit of early-morning fog) to the Hotsprings (pict21) (pict22) (pict23) (pict24) (pict25) (pict26) and then later continuing on up to Jasper. (pict27) (pict28) (pict29) (pict30) (pict31) At the weekend I flew back down to Kalispel where I was ready for November's flight. (pict32) (pict33) (pict34)

Tony, thank you so much for stepping up and stepping in this month. Even without your photos it was an amazing and scenic flight! I've discovered some more new areas and am thinking that we need a low-level, radial-engine kind of FOTM here in the future. Thank you much for the efforts.

pretendpilot@yahoo.com