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ScottishMike

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Everything posted by ScottishMike

  1. The Beech King Air 300 is from AFG. The base file is on this site here: AFG300V1.zip There are loads of textures in the files here as well.
  2. VP2 The craft is a Beech King Air 300 belonging to the FAA (nav aid calibration etc.) all the info I have is from the Aircraft.cfg file: ui_manufacturer=Beechcraft ui_type=King Air 300 ui_variation=N74 - FAA Flight Check description = Beech King Air 300 for FS2004 Century of Flight. 3D model: Esa Kaihlanen / Juri Pelkonen, Flight Dynamics: Ari Kaihlanen, Textures: Siegfried Schaeffer / Rui Cristina. Sound by Leon Medado.
  3. Yes, Meigs sounds good. As it happens I had been testing various FS9 add-on sceneries for Meigs and loaded the scenery of Colin McGlothlin available here. I liked it so have kept it installed, thanks Colin. There is also an add-on ILS scenery available, but it seemed a step too far in wishful thinking, (given the airport is actually now closed). Closed or not Meigs holds memories from way back when. I seem to remember many flights between Meigs and Champaign (University of Illinois-Willard) in an early version of FS. The only caveat is the runway is only 3895', so suitable aircraft will have to be chosen. I don't know where I will be when the get together is launched but I should be able to make it.
    Does what it says on the tin and much more realistic (the same for the Guernsey scenery): BEFORE: and AFTER:
  4. Long distance flights in FS9 Let's take a flight from JFK to Dublin, in this case a 777-300 of Air Lingus (in FS9): Departure time is important because it will determine arrival time, and I find taxing around a large airport in the likes of a 777 in the dark in FS9 will almost inevitably lead to crashes of one sort or another. The other two options are switch off crash detection for taxiing on departure and arrival (the downside is remembering to activate crash detection for take-off, landing and flight.) Switch time to dusk or dawn for taxiing (Is this a cheat?) Once I have the correct fuel and load I set the flight plan. These days I choose a direct GPS plan: This will give you a direct GPS routing that the GPS can slave to the AP (Auto Pilot) It also gives IFR options from ATC and IFR taxi and take off clearance: at this point I usually set speed, altitude and VS in the AP. We can't set heading till we know what rwy we will be directed to. We can now request IFR taxi Once IFR taxi clearance is given we can push back and follow the pink line (unless you know JFK by hart as a good pilot should ;-)) During the taxi out I set flaps and trim. Now holding for take-off clearance and setting AP with rwy heading and switching from Taxi lights to landing lights: Howling at the moon on take-off: Now lots of things have to be done all at once: Turn off top view, activate GPS, set headings to intercept the red line, adjust speed, VS, flaps and switch off landing lights: Just before intercepting the GPS course (red line) I usually cancel IFR: Then switch AP from HDG to NAV and switch from NAV to GPS as I want to see the aircraft turn automatically onto the GPS course so I know everything is working properly: Now happy we are on the GPS course and above 10,000' I switch the GPS to 500nm zoom and go to 4X speed. At 4X speed it is important to check KIAS and VS if VS is set too high you can get in a stall very quickly Once at cruise height and all is OK I turn FS Global Real Weather off and go to 16X speed and sometimes switch from SPD to MCH on the AP: Cruising at 16X the GPS is my friend it tells me distance to run, bearing, GS, ETE, ETA: Cruising at 38,000' 16X SPEED: Messed up one of my first rules of long distance flights; checking departure time it's turning to night: I also forgot to load my Irish scenery. I'll save the flight, exit FS9 and load Irish scenery and deactivate all other scenery. I used to have the same problems JGF mentioned when going to X16 speed, but since using a scenery management program and upgrading to a faster computer I can see clouds and on occasion the northern lights at 16x speed. FS Global Weather will still work as well, but as I cross over any meteorological station it writes data to FS9, this can take up to 2 minutes and in this flight for example I will be crossing more than 20 stations (FS9 stops during writing) so as much as 40 minutes with FS9 frozen. Dublin showing on GPS 482 nm. to go: 200 nm. to go starting descent. Going back to 4X speed. The delay when going from 16X back to 4X is only a fraction of a second: Only 50nm. To go, so am returning to normal speed From here on all else is a normal speed approach and landing. Hope the above helps, the total journey took less than two hours real time.
  5. Bossspecops: The two Mk2s German target tug and RAF B Mk2 are by Bill Holker. Textures: Andy Nott. Documentation This is the third model in the Canberra series. New textures by Andy Nott (andrew.nott@gmail.com), applied to a modification of the original GAF Canberra, designed using FSDS 2 by Bill Holker. I realise there are errors with this model but not too obvious I hope. I completed the original GAF Canberra project to satisfy a need I had for a functional model of the Canberra as it was configured when I worked on these A/C in the RAAF. Searching the net for a suitable model did not reveal any that met my full expectations in either configuration or flying qualities. I must thank the many people who assisted with this project with a special mention to Warwick Carter for the assistance with learning the basics of FSDS and helping with the animations, Dave Friswell for all his work on the Air file which I believe is darn good, Charles Kranenburg for the original documentation for the Canberra and also for his beta testing and arranging for an Ex RAAF Canberra pilot to test fly this model. Also a heap of others who assisted along the way. Thanks all. The model was modified to allow the new textures to be applied to a more realistic version of the Canberra, as the RAF aircraft differ slightly from those used by the RAAF The PR9 are also by Bill Holker XH131 and XH134 (The Kemble photo came with this): Documentation This is the second aircraft release in my Canberra series. Designed using FSDS 2. I undertook this project upon a request from the members of Royal Armed Forces Virtual (RAFv: www.rafvirtual.org ) to procure a model of the PR9 photo recon. Canberra. I must thank the many people who assisted with this project with a special mention to Jon Watkins, RAFv A&AEE test pilot, who proofed the A/C and set up the flight characteristics, Tim Grahame for the original research assistance during the project, Warwick Carter for further assistance with learning the many new tricks in using FSDS and helping with the animations, Dave Friswell for all his work on the original Air file which I believe is darn good and all of the great guys at RAFv who gave the encouragement and assistance with this model. This model has been test flow and given the seal of approval by the test crew at RAFv. Thanks to all who assisted with this project. English Electric MK2 is by Kazunori Ito: English Electric Mk9 also by Kazuori or Kazunori Ito: Documentation FS2004/FS2002/CFS2 Canberra B2 Repaints. A series of repaints for the superb English Electric Canberra Canberra B2/PR9 model by Kazunori Ito. Includes five schemes for RAF and one for Argentine Air Force aircraft. Requires original model (EE_CANB.ZIP) by Kazunori Ito to use these skins. You will need to install these by inserting information for each repaint in the aircraft.cfg file of the Canberra. The variations include: * B.62, Olivia City, Argentina, B-102 * PR9: RAF Wyton, No.1 PRU, XH174 * B.2: RAF Honnington, 10 Sqn, WH667 * PR7: RAF Wyton, 100 Sqn, WH972 * B.2: RAF Upwood, 35 Sqn, WK133 * B.6: RAF Bomber Command 1 scheme, WK163 Textures by Steven Beeny (Nazca Studios). steve@nazcastudios.com NOTE: These repaints were once available for free downloand on the now-defunct web page for Canberra repaints: http://www.nazcastudios.com/gaming.htm and have been uploaded here on FlightSim to preserve the archive. Canberra TT. 18 Royal Aircraft Establishment & RNAS Yeovilton This is all I have from the aircraft.cfg file: “performance=+ Empty Weight: 26646 lbs\n+ Power: 7500 lbs thrust\n+ Maneuver speed: 208 mph @ 5.0 g\n+ Max speed: 605 mph @ 15000 ft\n+ Max speed at sea-level: 638 mph\n+ Climb rate: 5400 ft\/min @ 638 mph\n+ Vmca = 120kts IAS\n+ Stall = 80kts IAS Clean,\n+ Stall = 60kts IAS Gear\/Flaps Down\nFlight Dynamics By: David Friswell\nAussim\nFD Build 35 - 05\/01\/05 03:57 PM\nFlight Dynamics Workbook V2.84.65” The Martin B-57B is from ALPHASIM: Documentation These files are freeware. Please amend/distribute as you see fit. They are unsupported, so please do not e-mail us if you have problems. Under no circumstances may these files be sold or uploaded to a payware site. All rights reserved - AlphaSim 2008 WWW.ALPHASIM.CO.UK alphasim1@alphasim.co.uk
  6. Melo965, they have gathered at Akrotiri AB to greet you from FS9: Great flight Melo, testament to the versatility and longevity of the Canberra. Appropriately named after the Australian capitol.
  7. TPD, instructive description of the complex interaction of fuel, temperature and altitude. It reminded me of years ago when we lived in Italy and friends had an Alfa Romeo Giulietta (early 1960s) it had a four cylinder D.O.H.C. engine, and through an unfortunate series of events managed to blow a neat hole in the top of each cylinder head. It turned out the fuel they had been sold was of a lower octane than the engine required and they where on their way to visit our house in the Alps (an altitude of 2200m. About 6000'). The combination of lower oxygen (altitude) and later combustion due to lower octane created a shock wave in the hemispherical cylinder head that focused itself exactly at the top and centre of each cylinder blowing a neat 3mm diameter hole in the top of all four cylinders. How many bottles of oxygen did you go through on your high altitude marathon?
  8. Our heads had cleared and it felt our bodies had re-attached. The party had passed, we felt just about human again and fit to fly. Time for our private exploration of this northern east coast of OZ. We took the pearl back down to Rockhampton and set out for Lady Elliot Island, just about the southern most point of the Great Barrier Reef. Planning to explore northwards up the coast. It was not easy to find; it turned out it was one of those airfields that only show up on the GPS when you go down to 10 nm. resolution. We used good old fashioned co-ordinates to locate the Island. Once found the approach was straight forward: The rwy is just shy of 2000' so only possible because of little fuel, no load and just the two of us on board. Of course we could have landed on the sea, but the island is surrounded by a coral reef so access to the island from the sea is perilous. We landed and despite the sign the welcome was frosty: It transpired they did not want private aircraft visiting. They helped us taxi and turn ready for departure: The only approved method of arrival or departure was using their very expensive reserved flights: The island itself was charming, but the resort gave off an air of Eco-snobbishness. Extremely expensive if well done. We wandered round the island for an hour or two and the few people we met were charming if a bit “eco holier than though” about their holiday choice. I got the impression that if you farted you were expected to purchase a carbon offset. The weather was turning grey and rainy so we decided to leave. I was a bit apprehensive about the short runway so we implemented short runway procedure: right up to end of the runway, parking brakes on, flaps down max, and releasing the brakes on full power: I had found one photo of the island before the resort was established and couldn't help thinking it had an unspoilt charm that had been lost in the eco luxury it now advertised: We headed for Gladstone to re-fuel and head further north. The weather had other ideas; the visibility was dropping to almost nothing. We could have landed at sea but unless it was a reserved water landing area we could not be certain of obstacles, fishing boats, reefs, bridges etc. So we decided it would be safest to land on a rwy. Gladstone said they were IFR only. So an IFR approach and landing it would be. This was our first attempt, what we thought were landing lights turned out to be white smoke from an unseen chimney: Back into a disciplined IFR circuit for our second attempt at rwy280: On a correct heading 280 to the left of the chimney smoke just visible in the distance: Holding our nerve and the approach was not too bad as the rwy appeared out of the fog: And almost down, both of us too busy to take pictures: Taxing to general aviation parking. What we could see of the airport looked charming: Parked and everything off, with a good degree of relief. The fog lent an air of intimacy and seclusion. We decided to wander into town find a good hotel, decamp our bags and return out into the foggy shroud to find a restaurant and bar with music. Good night all.
  9. Forgot to add I use FS9 with VOZ 1.8 I would find it useful if posters would give details of the sim, scenery and aircraft used in any pictures uploaded.
  10. I usually fly solo, storylines buzzing and changing in my head as circumstances dictate (weather, airports, scenery, etc), following a pre-determined route forced a discipline in writing the stories down and returning the storyline to the race as it had a pre determined finish time. So it was a plus if sometimes frustrating having to abandon encounters with characters that could be developed further. It was challenging (another plus) interacting with others and having to weave them into the storyline without having control over them (almost like dealing with real life ;-)) Having the one FBO thread helped, we all met in the same place and could see what we were up to. TPD's commentary helped one not feel we were pitching our posts into a forum just for it to be ignored and forgotten. Everyone commenting on each other's posts helped develop a sense of community and involvement. Towards the last few legs of the southern timed route I felt a little pressured to just get the race finished, curtailing any story line. So for me possibly it was a bit too long, but others might be thinking: “Thank goodness he stopped his stupid storylines.”. As others have said; two or three events a year sounds about right, with flexibility on the number or location of stops a good idea. Thanks to all those who worked on the format, spreadsheets, timing etc. You know who you are. I feel I have met friends and as the song goes: “We shall meet again, don't know where, don't know when, but we'll meet again.” seems apt.
  11. Full load departure from Brisbane Intl. Off we go, at max weight we used about one third of the 11,800' runway therefore the minimum rwy requirement (at this weight) is around 4500': In a comfortable cruise: heading 330, alt. 8000', IAS 182 kts, GS 200 kts. The weather has changed cloud developing but also a 27kts tail wind is assisting our progress: Rockhampton ahead and descending to 3000': On downwind. Airport to our left: Turning onto base then final: And safely down: We intercept Bosss on his way to the plane, and we all march off to the toilet. We had realised the flaw in our logic; eating the 120 lbs of food did not make the weight leave the craft. Leaving some in Rockhampton might though. Suzanne did some quick calculations and the best we can manage with the four of us, food and fuel required will make us 392 lbs overweight. Do we want to chance it? We all agree YES. The turbines are smooth and powerful and we have a long runway. I hope this dosen't turn into the Rocky Horror Show. On the taxi out we meet one of FS9 ATC stale mates: a Cessna208 and Cessna Skylane facing each other off. We could be here forever so we take to the grass for the runway. Lining up and taking off, the two Cessnas below are still in a stand off. Take off is a bit sluggish and taking almost all the runway but we are up: Nicely uneventful cruise to Cairns: Cloud building as we approach Townsville. Now cruising at 8500', IAS 178 kts, but GS 230 kts as we still have a 24 kts tail wind. By the time we pass Townsville the cloud has grown more menacing and producing a lot of turbulence: Only 50 miles to go, the cloud is still an issue but the turbulence has gone. We are not sure which rwy we will be cleared for so lining up for 330 Cleared rwy 150 left pattern so getting onto a downwind leg: On proper downwind now and rain has come for the party too: Turning onto final and safely down: The rest you already know. We have taxied to the hanger with our food:
  12. On our way to the GA base to pick up MAD1 and all his Australian food delicacies. Plenty of room on board! Then off north to Rockhampton to pick up the Bosss, and head up to Cairns. The only problems is how much food will be left for the party by the time we arrive. Someone will have to be “mum” and rap the knuckles of anyone touching the food before Cairns. We have parked as close as possible to the GA “lounge” so the food can be loaded easily: Loading of Mad1 and our party food in progress: The load sheet looked something like this: Crew – Suzanne – 110 lbs Mad 1 - 110 lbs Me 110 lbs Fuel 2,272 lbs Mad 1 has done us proud Cargo: Party food 2,370 lbs Total take off weight 13,937 lbs Max allowed take off weight 14,000 lbs Now for a tricky max weight take off for Rockhampton. And I hear you asking: How are you going to fit Bosss in? He has given me his weight at 120 lbs so between the three of us we need to eat 120 lbs of food between here and Rockhampton! We have arrived. Full write up later. RW pressing.
  13. Well, still heavier than air but just as luxurious. We took VP2's advice because we will be landing mostly at sea but it was difficult to resist anyway. We travelled to Brisbane to view it and fell in love. There she sat: understated luxury and elegance: Inside was fitted out for passangers but the leasing company said it was no problem stripping out the seats and fitting a two cabin luxury interior: We powered up to test the avionics and all systems: She is fitted with all modern avionics: Test flight, waiting for take off clearance: Lining up for take off: Easy take off and climb: Gear and flaps up: Lining up for a sea landing: Our first sea landing in the Pearl: Getting ready for sea take off: Full power for take off: And returning to Brisbane Intl: Back in Brisbane and we are sold. This is the craft for fun.
  14. Firstly I would like to register thanks to all that helped define, organize and comment upon the race, and I nominate PhrogPhlyer for The SPIRIT OF THE RACE award. He has read and responded helpfully to almost every post; a major task in it's self. Not to mention flying his helicopter hither and tither (but mostly on the race route). :-)) Suzanne and I have decided to hire an amphibian and head back south for detailed exploration of the many superb locations just glimpsed on the way north. But what craft to choose? Go large? How could I not consider this Australian conversion of a Catalina: What about this DHC 3 Turbo from Scotland: The Grumman Albatros is just too big for two tourists: But this Grumman Mallard turbo prop is like a luxury yacht with wings: And this Super Widgeon is about the right size: Or go utilitarian and robust the DHC otter is a bit big, but the DHC 2 fits the bill: The Husky is too small and tandem seating not so friendly: The Kodiak, Cessna 206 and Maule might fit the bill: But small, fast and nimble might be best, how to choose between these three? Nardi Riviera, Superbee 900 and Lake Renegade 270: Decisions, decisions.
  15. SATURDAY 24th. February 2024 Last day! Last two legs. Doing all pre flight procedures. Mackay is a nice well equipped airport, friendly to general aviation as well as commercial. The hotels and food were good. We have been waiting behind this Baron for a good 5 minutes then it does it's AI trick of just disappearing, maybe it has something to do with the laser pulverizers I had fitted Finally up and away. The weather is not too bad, some cloud and haze and 7 kts. wind. Over the town of Mackay and it's harbour. It looks like a nice place to live. The weather has turned a bit murkier. Hamilton island, part of the Cumberland islands. A part of the coast I may come back to visit in detail, an amphibian would be just the ticket. The coast line is spectacular in the Conway National Park: Expecting to be cleared for rwy 010 in Townsville so heading west to get lined up: If this cloud persists landing may be a bit more challenging than I was expecting. (YBTL) Townsville does have an ILS on rwy 010 and a VOR so that will help. Clouds and hills, not happy bedfellows on an approach but I will use the ILS for the first time on the Aerostar: Despite our worries visibility on final was good and the ILS made it easy, despite the 737 ahead of us: Townsville is another spectacular location between hills, river and sea: And we are smoothly down: Parked up and ready to go to lunch: Powering up for the final leg to Cairns: Holding rwy 010 behind 737: 737 is cleared for take off: Our turn and goodbye Townsville: Palm Island, another area worth a return visit. Suzanne and I decide to see if any of the Great Barrier Reef is visible from the air, so after overflying the island we head out to where the Reef should be. We even descend to 1000' to see whatever might be visible. Unfortunately only sea: Returning to the coast. After our detour to not see the reef we are not too far from Cairns: The coast south of Cairns is very picturesque: Cairns airport just visible off to the left. We are expecting rwy 150 and are soon cleared rwy 150 left traffic. Down wind (YBCS) Cairns and not rushing things; doing an easy and large circuit: Turning onto base leg: Then final: Gently down in Cairns: And the end of a great adventure. Must remember to thank everyone that has made it possible. I wonder what sea/amphibian plane we could hire and go back and explore some of that great coastline we scooted past?
  16. “Ok, you fly the first leg and we'll swap each time we stop.” Suzanne agreed and took first turn on the (YBCG) Coolangata leg to Brisbane (YBBN) Coolangata is a busy place, queuing for rwy 140 behind a Dash8: Strong crosswind blowing us sideways the minute we left the ground: Down town Coolangata reminds me of a mini Miami: I am not sure the white areas are supposed to be there. Coral sand or malfunction? Not far from Brisbane and the GPS and map are not showing the land we are flying over. I am getting nervous. I don't like malfunctions, other systems seem to be OK. We are cleared for 010R (YBBN) Brisbane Intl. Nice view of the city as Suzanne takes her onto final: Not the best final: We are down smoothly: After more than 10 minutes taxing, we passed two terminals and a cargo loading area, we arrive at our directed parking spot. It's in the middle of nowhere. The plan was to have lunch here but there are no facilities. It has confirmed my impression that big airports don't really care or cater for general aviation. So we decide to leave and have lunch in Rockhampton. We swap seats and are directed to take off on rwy 010L this involves another fifteen minute taxi. Finally bye bye Brisbane: Busy airspace as we head north again: Purring north low and fast, all good and just some tropical haze: Approaching Rockhampton and white sand appears again. Is this a system malfunction? Or are the patches meant to be white? Maybe missing a texture? I have been following a Cessna 208 for quite a few miles. He is cleared into Rockhampton and 1.8 nm. in front of me. We are cleared as well and told we are No 2. Maybe a little close to his rear end and the inevitable request to go around comes from ATC. “Did you hear the tower say something?” I ask Suzanne. “No must have been static crackle.” She smiles at me. “We have good brakes, let's land behind him.” A tad close, but as I said our brakes are good The C208 does that annoying AI trick of simply disappearing. Still it makes it easier for us to taxi into our parking spot. Power down and go for a well earned lunch. Lunch over and Suzanne is back in command as we power up: Leaving Rockhampton and turning onto a north heading for Mackay: Suddenly the screen goes black and FS does a Crash To Desktop. Why? I have no idea, I suspect a memory issue. Anyway I have a program that saves FS every few minutes so getting back to where I was is not a problem. Zipping north at 230 kts. Cloud has come to join the haze: Mackay off to the left as we push forward: Just behind us we pass what looks like a large man made harbour for loading bulk coal: Mackay through the window as we enter our downwind leg: Turning onto base: Onto final: Down in Mackay: In our parking spot. Close down and time for dinner, drink and fun.
  17. JSMR, you probably noticed I use the following freeware panel that I think came with the Mike Stone model. The MS model is actually quite good. The attached panel works well with the FSD model. Panel.zip
  18. JSMR, I don't remember having any problems installing. I know you have purchased it so PM me and I may be able to help. ScottishMike
  19. Wednesday 21st. Feb. We decided to press on today, after enjoying the local beaches and food. Leaving at 10:00, planning to have lunch at Ballina then on to Coolangata and the Gold Coast. The vegetation has turned much richer, a reminder we are heading north into tropical climes. Cleared for take off: Back tracking up to rwy 03, turning and on our way: Up to 3000' and the weather is changing, we are cruising at 232 kts, the 128 degree wind at 10 kts is helping. But landing at Ballina will not be easy if the visibility is bad, it has no nav aids. Dropping to 2000' hoping visibility will be better. Planning for Rwy 06 at Ballina. Weather still low cloud but wind now 209 at 7kts. Switching course for rwy 240. Ballina is ahead on the GPS but still not visible. Rwy 240 lights finally visible in the murky conditions, descending to 1000' and reducing speed. On final and the visibility is not too bad. The surface wind has veered to 238 at 4 kts so rwy 240 was a good choice. Safely down: What a delightful small airport! Could happily stay longer than just lunch. Power up checklists and make a mental note to return. Up and away again. Turning onto a north heading Only 30+ nm. to Coolangata and the Gold Coast. We are cleared right traffic rwy 140 a pattern that has us dodging between hills. I climbed back up to 3000' pronto (the power of the aerostar is helpful in getting us out of trouble), then amongst the hills AMD flashed up a warning about the graphics driver not being compatible with something or other. I thought FS9 had closed down, but it had just been minimised to the bottom bar. I managed to recover and get back on an even keel. Turning onto a ragged base leg. Remind me to swear at someone in Microsoft, I thought I had turned off auto updates, yet Win10 still decided to download and install the latest AMD driver (which I had already tested and rolled back to the previous version because the latest was giving some unwanted effects). Coolangata is much bigger than I expected: After a messy circuit the final is not too bad: It would have been nice if ATC had mentioned I was no2 to final. They obviously wanted to keep the Piper Cub 1.4 nm. ahead of me a secret. So I am no2 to the slowest aircraft in FS9 and I am one of the fastest: I guess the sensible thing to do would have been to declare a go around, but for reasons best known to the Cub he decided to do a very high approach. I had reduced my approach speed to the slowest I considered safe; just under 100 kts. But am still slipping below but overtaking the Cub. At this point doing a go-around could be dangerous as I would be climbing as the Piper was descending, so carried on with the approach: I landed and ATC had an issy fit. Asking me to clear the runway and closing down ATC communication. Not that they had been any help anyway. As is the way with FS9 ATC, the ground controller was still friendly and directed me to my parking space. WELCOME to Coolangata!
  20. JSMR, The link just takes me to Retro United Airlines. Yes it is the FSD Aerostar.
  21. Just letting my mind wander, go where it might. Suzanne at the controls, Sydney slipping away as we head up the coast for Coffs Harbour. Relaxed in the cockpit is such a nice feeling. An interesting and beautiful coast. The weather gentle. Mellow would be a good word to describe the mood. We decided to cruise at 4000' for a good view of the ground. This eastern leg is for pleasure as much as anything else. A few miles south of Newcastle: Approaching Newcastle and the landscape is dotted with industrial landmarks: Power station chimneys and cooling towers. The geography still spectacular with inlets, bays and islands. The weather is turning to rain and we decide to descend to 3000' to dodge the dark rain clouds. We could go above but the scenery is too good to miss. Cleared to overfly Newcastle airport: Sliding northwards under darkening clouds. Suzanne and I had talked about jumping west to watch the Bathurst 12hr but decided heading north would be more relaxing. I mentioned my meeting with “Old Binda” and we wondered what he would have made of the race. His timescales born out of a culture that had lasted thousands of years. More appropriate would be the Bathurst 1000 years race. I tried to imagine race teams training their children and grand children to keep the cars running from generation to generation. As individuals they would not see the results of the race, and that not mattering as much as passing the knowledge on. Taree ahead: The rain clouds gone, clear now if a bit hazy. The cruise never dropped below 210 Kts depending on the wind. Approaching Port Macquaire and it's airport: Not many miles from Coffs Harbour and a fabulous looking beach passing by. I wondered if Suzanne had packed a swimsuit, the beach looked perfect for a visit. Getting the Aerostar lined up for rwy 030, because of the speed anticipation is required, more like landing a business jet than a prop: The runway coming into view bottom left. Reducing throttle to almost zero, when speed as bled off to 150 kts the flaps are deployed and power increased to around 110 to 120 kts. Gradually further flaps and landing gear lowered till on short final and another nice beach appears parallel to the rwy: Touch down: An odd shaped airport, the general aviation area is miles from the main terminal connected by a long narrow taxiway. We are held by ATC for ages as a Mooney is taxing to the rwy. Who bought me that shirt? And why am I wearing it? Eventually the Mooney clears us and we taxi to our allotted parking area:
  22. JGF is that plane the US equivalent of the Beriev 200?
  23. As good as his promise, the Aerostar was ready and waiting: One of the easiest ways to make a sleek aircraft look even better is putting an elegant and competent woman at the controls: They complemented each other. We got the familiarisation flight underway. We are cleared to Rwy 290C. The Aerostar is good mannered on the ground but like many powerful aircraft once moving one needs to throttle back to keep at a sensible taxi speed. An occasional touch of brakes is OK but not sitting on them, unless you want to cook the discs and pads. Holding for take off clearance and wondering if we get a discount voucher from Bunnings. The PA 60 has four flap stages. We were recommended to use first stage flaps for take off. It lifts at 90 Kts with this setting: Cleared to go. She takes a bit longer than expected to get to 90 kts and take off. This is not a STOL aircraft. Finally up and undercarriage retracting: Once in the air the Aerostar 700 Superstar PA 60 (FSD) to give it it's full title is impressive. She can climb at 1200 ft/min at 175 kts GS all the way to our chosen 8000' cruise altitude. At cruise altitude and testing out various speed settings: APPROVED OPERATING SPEEDS: VA - Maneuvering Speed 161 KIAS VLO - Maximum Gear Operating Speed 154 KIAS VLE - Maximum Landing Gear Extension Speed 154 KIAS Turbulent Air Penetration Speed 160 KIAS VNE - Never Exceed Speed 245 KIAS VS - Stalling Speed (maximum weight) 83 KIAS VSO - Stalling Speed in Landing Configuration 74 KIAS VX - Two-engine Best Angle-of-Climb Speed 97 KIAS VY - Two-engine Best Rate-of-Climb Speed 109 KIAS VXSE - Single-engine Best Angle-of-Climb Speed 101 KIAS VYSE - Single-engine Best Rate-of-Climb Speed 116 KIAS Minimum Icing Conditions Speed 139 KIAS VMCA - Minimum Control Speed 93 KIAS Minimum Glide Range Speed 124 KIAS FUEL LIMITATIONS Fuel Capacity (U.S. gal.) Wing Tank (each) -- 65.0 Fuselage Tank -- 85.0 Total (all tanks) -- 215.0 Power Settings for correct engine operation : Maximum rated power : 350HP at 42" MAP & 2500 RPM for take-off only. Climb power : 37.5" MAP / 2400 RPM. Normal climb : 37.5" / 2400 RPM at 145 Kts or greater. Cruise : Normal & recommended power plant operation is at 2200 RPM. Turning for home: On descent prior to landing calibrate altimeter and calibrate for giro drift. I did lean in the climb and rich on descent but apart from small fuel improvements it didn't seem to make too much difference to the performance. I had to virtually close the throttle to slow to 150 kts then deploy first stage flaps, then re-apply throttle in preparation for landing. This aircraft is not a glider, getting behind the power curve can be dangerous, she does not like to fly at less than 100 kts. Only go there when already just a few feet above the runway. Late turn onto final: Straightened out and keeping above 100 kts.: Reasonable landing and back at the hanger:
  24. The Golden Monkey at the secret volcano island. Somewhere off the Solomon islands. Find it if you can...
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