**The OFFICIAL All Sims Air Tour Thread**

[ScottishMike1]

Sunday 25th. Jan.
Richmond (KRIC) → Frederick (KFDK)
FS9/2004

We had asked at the FBO if there were “older” craft for hire. The FBO manager scratched his head, rubbed his oily hands on his overalls looked at all three of us from head to toe: “Don’t believe there are” he replied after a long pause.
We headed for the hangar door. “Well maybe one.” he muttered.
“Available today?” we asked almost in unison, stopped in our tracks.
“Couldn’t rightly say. Old Kruger, has an old Cessna Airmaster. Hasn’t flown her in years but keeps her clean as a pin. Hei’s in here most days polishing and tinkering. If he’s here you’ll find him and the Cessna in the hanger next door. Good luck!”
I wondered why we needed luck.
“An Airmaster! It was powered by a radial used by many of the first aircraft to compete in the NAT. I remembered an old advert I came across in an aviation magazine of the 1930s:



She did look well kept. A noise from the cockpit led us to “Old” Kruger, he was polishing the interior leather.
“What can I do for you?” a mop of white hair and rheumy eyes staring at us quizzically.
“The FBO manager said you might be prepared to hire her out”. Suzanne nodded at the cream machine.
“$500 not a dime less, for one day” We looked at each other thinking his prices had stuck in the past with the plane.
“All her paperwork up to date?” Suzanne asked gently.
“Not flown her in a while, since my wife died, we used to fly together. The engine is run at least once a week though. Paperwork is in a box somewhere here”.
Paperwork was all up to date. Suzanne insisted on powering her up to test all that could be tested.
We all shoved her out into the snow, not allowed to fire her up in the hanger.:


She would not start for love nor money.
“I think the battery is flat” Callum said. I’ll see if they have a battery trolley. He returned with a ground power unit on wheels. We connected it up (in FS9, you have to re-load the model to get a charged battery) The C37 was still an absolute pig to get started, (Ctrl+ E not working) one had to manually use the starter key and keep it turning till the engine fired. Being rewarded by radial smog:


Once running she sounded sweet. She was equipped with a modern radio stack and GPS:


“She runs sweetly and is equipped for IFR flight.” Suzanne was happy, the only one of us with an Instrument Rating.
Old Kruger had wandered over: “You’re not thinking of taking her up in this?”
“Not sure” Suzanne replied.
“You guys, crazier than a box of frogs. Still she’s well insured, and maybe time I said goodbye. No point in pretending my wife is going to turn up to fly with…” he tailed the sentence off as he wandered back into the hanger.
“Maybe he’s right, the weather forecast here is not good:

and worse in KFDK:

Do we really want to be finding a rwy in 400m. visibility at 303’ with overcast at 1000’?” I asked Suzanne and Callum.
“We can do this” she replied.
“Only if you’re absolutely sure” I replied with sayings such as: Discretion is the better part of valour and the old saying about bold and old pilots running round in my head.
She was sure, so off we went, filed an IFR flight plan powered the C37 up again, with difficulty I must add and got clearance for IFR take off. Lining up on rwy 4:


The Cessna lifted within feet, climbing strongly:


We decided to cruise at 1200’ the ground just about still visible, wind 68 at 4 Kts.
The C37 more powerful than expected, we cruised at 150 Kts air speed, 144 Kts ground speed.


Conditions were getting worse, now fighting falling snow making visibility even worse:


END PART 1

 

[ScottishMike1]

(KRIC) → (KFDK)
PART 2

We descended to 900’ the ground just about still visible:


This was getting dangerous so we climbed to 3500’. Again the C37 surprised us with it’s performance climbing at 700’/min happily keeping a ground speed of 136 Kts.
We found a gap in the clouds at 2500’ so kept at that altitude.


Navigation not a problem, looking to just skirt past Dulles Intl. (KFDK) almost exactly 30 nm. North of Washington Dulles.
Some 10nm. from Frederick we began a descent and the airspeed gauge dropped to 0 feet. We guessed the pitot had frozen, the emergency red read out at the top of the screen also reading 0.0
This Cessna had no pitot heater, so we would just have to use the GPS ground speed.


We lined up as best we could for rwy 5, but visibility was near 0’ and we saw nothing. We had to descend to 600’ only some 300’ above the hard ground and did a large gentle go-around, this time coming onto a heading 031, a runway light was just visible. Top left hand corner:


we where way past the point where excitement turns to other excretions, cursing our decision to go.
Suzanne found the runway but we were almost at it’s furthest end, but decided she could bring her in:


Again the C37 behaved impeccably descending at 51 kts (according to the GPS, the air speed gauge still out of action). She did a good landing and managed to come to halt just feet from the end of the rwy:


The relief as we shut down was palpable. No one spoke. We needed to find a hotel with a well stocked bar. We needed to forget our idiotic decision to go. Or better still learn from it.
The only criticism of the Airmaster was the lack of a pitot heater.

 

[MAD1]

As planned, finally got a chance yesterday to take the Concorde from Detroit to Richmond. And today, completed my 'mission' successfully of flying the Sopwith Camel from Dare County to Kittyhawk after driving from Richmond to Dare. Full reports coming soon. (As stated previously, am using this Air Tour to practice flying the Concorde, and learning heaps in the process, plus the short hop in the Camel to Kittyhawk. So the best of both worlds!)

Part 1. Concorde from KDTW to KRIC.
Parked at KDTW

Inside the parked Concorde, doing prep and getting ready to start engines and get going.

 

[tao]

KFDK>KAGC>KGDK(I19)>KYIP

With the sun coming up over the tail the Model 75 climbs to 4,500’ and the course is set to the northwest. With a dusting of light snow on the landscape we enter south-central Pennsylvania and soon Pittsburgh Approach checks-in. Another busy airspace ahead and as the chatter picks up I’m glad our course takes us to the south.

Past the big city and down to 2,500’ as we close-in on Rickenbacker the landscape turns to white and I’m ready for Dayton. Greene Co. isn’t exactly across the street from downtown but the FBO fixed me up with a car and off I went. After a quick lunch at the ‘Cherry House Café’ the Wright sites within Dayton are fun to see ... but Huffman Prairie is special. I took some extra time just to soak the place in and walk around (even in the cold).

Back in the air and turning to the north there seems to be nothing but white below and blue above ... nothing. Finally Toledo slipped by and it was time to contact Willow Run. Landing on 5R and taxing to the FBO I found myself still thinking about Huffman Prairie ... but this is Willow Run ... am I seeing a B-24 at rest on the far side of the field ... ?

 

[ScottishMike1]

Monday 26th. Jan.
Frederick (KFDK) → Pittsburgh, Allegheny County (KAGC)
FS9/2004

Part 1

Just our luck. To be stuck in one of the worst snow storms for years. Callum and I sat at the restaurant table enjoying a breakfast stack of pancakes and maple syrup.
“I wonder where Suzanne is. It’s unlike her to sleep in.” I said wiping syrup from my mouth.
“Talk of the Devil.” Callum smiled at her as she sat down.
“Recovered from yesterday?” I asked.
“Yeah, sorry guys, going yesterday was not the best call.” She smiled that gentle smile you could not get angry with.
“Well it was a joint decision.” Callum added.
“I didn’t sleep in, I’ve downloaded the met reports and actually the weather here and in Pittsburgh is pretty good for flying today.” She turned her stare on both of us. Those damned spanner eyes.
“Look outside” she pointed at the big restaurant windows “You can see enough blue to mend a Dutchman’s trousers as my granny used to say.”
She was right but I couldn’t resist the quip: “Didn’t manage to kill us yesterday so you’re going to have another go today?”
“No, honestly here are the reports:” She slapped two print-outs on the table:



“Excellent!” Callum added “I did have a surprise planned for today but didn’t say anything as I thought we might be grounded. She’s a beaut and airworthy, a regular on the show circuit. Ex Canadian Royal Air Force. I’m saying no more, wait and see.”.
Callum made a phone call “Their preparing her as we speak.”
In the taxi ride to the airport we discussed the Airmaster
“She would be awesome with one of JGF’s panels and a pitot heater.” Callum mentioned.
“He’s not far behind us, we’re bound to meet, Suzie you’re going to have to smile nicely and maybe, just maybe…” I added.

She was parked outside the hanger, I walked round her:



One of the less glamorous babes of WWII, an Airspeed Oxford.

With thanks: This aircraft is released as Freeware.
Copyright (C) David Molyneaux 2018. All rights reserved.
With an edited version of David Molyneaux’s comprehensive history:

In 1936 the Air Ministry issued a specification T.23/36 for a twn engined trainer aircraft. Airspeed (1934) Ltd. were invited to submit a tender because they had produced their Envoy twin possesing the desirable features of retracting undercarriage and flaps.
The aircraft would be a 'jack-of-all-trades' to be used for pilot training, navigation, night & instrument flying, radio, gunnery and bomb-aiming.
The prototype first flew in June 1937 and development flight tests were completed by the Autumn.
The Oxfords were made of stressed skinned wood with glued joints and covered with fabric for painting. The majority were powered by two Armstrong Siddeley Cheetah X radial engines with fixed pitch wooden propellers.

“Let’s get going while the weather holds.” The ever practical Suzanne.
As there was plenty of room George Kowoloski from the Historical Society would be riding shotgun, “Just in case you guys need any help.” George added.
She was fuelled to 99% (1115 Lbs) and easily took our 700 lbs. Non-paying load.
Suzanne had prepared a basic plan:
Heading 295 at 5000’ this being a safe altitude to cross the Appalachian mountains, passing north of the famous railway Cumberland Gap and Mount Davis. Skirting the Cacapon State Park and Paw Paw whatever that was
By the time all was settled and we powered up it was 11:00.


Cleared for take off rwy 5 we lined up ready to go:


Take-off drama free just as I like them. Today the snow looks picturesque:


Turning onto our 295 heading as we climb.


At 5000’ all looks serene but the pitot had frozen again, the KIAS gone to 0. It turns out the pitot heat switch works in the opposite way to the rest of the bank of switches. When flicked down it came on and within a few seconds the gauge was operating properly again. Had someone wired it the wrong way round?


As we approach one of the Appalachian ridges cloud is developing:


Part 2 to follow

 

[lucb]

This one is from Hauke Keitel and Rolf-Uwe Hochmuth, ca 2005. I extended the panel to 1920, added some detail and shading, and replaced some default gauges (from the Vega) with ones from the Kedi set but it's otherwise original, has stations for pilot, copilot, and freight.

Really nice. Is she available somewhere ?

 

[ScottishMike1]

Mon. 26th. Jan.
(KFDK) → (KAGC)
FS9/2004

Part 2

The weather has taken a turn for the worst, we climbed to 6500’ above the cloud, cruising at KIAS of 150 and ground speed of 125 Kts with a head wind 281 at 38 kts.


Some 20 nm. From Allegheny we started a descent back into the snow:


Close enough for radio contact and we are cleared for a straight in approach to rwy 28:


On final for a rwy we still cannot see:


Finally the rwy is just about visible, just left of our centre line:


Runway now visible directly ahead and we are cleared to land:


Touch down and she just kept on going and going, engines at idle and she kept on accelerating. I had to use cadence braking (quick bursts of brake) or she would nose down and flip over. Just about managed to come to a halt at the end of the runway:




It was happening in the taxi as well, engines at idle and I had to keep braking to keep at a taxi speed. Some work definitely needed on the flight model. We struggled to taxi her to our parking lot.

Engaging the parking brake and closing down was something of a relief.


Hello Pittsburgh.

 

[Melo965]

Hello Pittsburgh.

I grew up there. And also took my first flying lessons at KAGC.

 

[jgf]

Really nice. Is she available somewhere ?

The file I have is juw33fs9.zip

"FS2004 vintage - Junkers W 33b

The magnificent Junkers W 33 was built like a coal-shovel: solid, simple, slow, indestructable and to be used for any purpose. It could be repaired in every blacksmiths shop.
pushback "system", rain-effective windscreen, smoothly working gauges in DVC, ski kit ...
8 LOD-models, also ideal suitable for AI-traffic.

by Hauke Keitel and Rolf-Uwe Hochmuth"

I've seen screenshots of a W33 with enclosed cockpit and more modern, thought still period, panel; but they appear to be from a later sim.

 

[MAD1]

Concord: KDTW Detroit to KRIC Richmond. Part 1 continued (apologies for the long post but this combo of KDTW to KRIC then KMQI to KFFA is my 'swan song' for this Air Tour, my major effort and very enjoyable too amongst all the frustrations, see it IS ALL FUN!!!). I keep getting lost! Still struggling with nav in the modern aircraft. Think I need to flip the 'NAV/GPS' switch to 'GPS', after setting up the route in the Route Planner. Keep forgetting to do that. I simply expect the plane to fly the GPS route when I activate the autopilot (AP). I look at the Nav Log to see the direct heading to destination, put that in HDG and after take-off, activitating the AP, the plane turns onto that heading. Now that AP I'm also still struggling with, irrespective of plane. It's one thing to understand the theory but another to have a nice, refined, reflex-action procedure in one's head for it, suppose it's the old story of 'practice makes perfect'!

Rolling on 3L.

And off

Climb out and turn onto heading of 138.


Got to proper cruise and supersonic (I think). (Am also still struggling with all this supersonic jazz, I understand that groundspeed and airspeed are different, Mach meter shows supersonic but IAS shows 385 knots. However late yesterday on the Nav Log I think it was, I saw a groundspeed value and it was over 1,000 knots. I do have doco on how to fly the Concorde but what switches to set I'm still unsure of.


Anyhow, the NAV/GPS thing, I had AP on but still set to HDG not NAV. Maybe this is my mistake. GPS display shows crossing into what I think is Virginia. But flew way east of KRIC and had to do a big turn around (boy, that Concorde has a very large turning circle) and using the Map View and decluttering airports to only show VORs, found the 'RIC' VOR, figure that must be KRIC, flew towards it and eventually able to zoom in on Map View to see airport KRIC. Didn't need all that extra workload! (Same as my little Cessna flight to KYIP, I twigged I was past the airport when the GPS display starting to show the distance that was decreasing before, was now increasing, oh shizer ..., lost again!)

By luck I was on the right side of the 16 rwy but in opposite direction, hence (I think) on left circuit for 16. However way too high, and also wanting to have a nice long final, flew way past KRIC before doing the turn to crosswind then a nice long final. (Saved my flight often as wasn't confident of being able to land properly, but either I got lucky or am improving skills, or both, as it all went great!)


Surprised at how short the landing rollout was. Concorde needs a long strip, about 9k ft for takeoff min and for landing so I've read in the doco.
(I've found that a complete AP ILS landing to touchdown, in whatever aircraft and the airports I've tried, lands me not on the rwy, could be a small misalignment with the scenery and the ILS thingy. As stated in doco and RW, pilots disengage AP before landing and manually fly. Had been experimenting with a totally automatic landing in the Concorde over recent months, but it doesn't work. Whatever, after a couple of attempts decided to disengage AP once established on the glide slope and was surprised that I could bring the plane in manually without crashing. Will still try and refine this 'total AP' landing issue in coming months.)



Great to be here! The entourage disembarked into the terminal. The Squits Foundation had arranged for the Concorde to be on public display, with tours inside. Quite a big crowd was at KRIC to watch it land. The Foundation has already been in touch with local schools via the education authorities and school kids will have tours during the coming week. This will all happen whilst MAD1 drives down to Dare County and the rest of the entourage will travel by minibus to Kittyhawk to watch MAD1 fly in in the Sopwith Camel, all going well.

 

[Melo965]

Leg 19: Greenville Downtown Airport (KGMU) to Smith Reynolds Airport (KINT)

Flying the Percival Mew Gull in MSFS 2020. Using Active Sky FS for weather and Little Navmap for navigation. Using FSLTL for AI traffic.


Ready to start the engine on this beautiful day. Yesterday all the general aviation aircraft were parked in front of me. Today there are only aircraft parked behind me. 34% fuel on board for this leg.


After a short taxi, lined up for takeoff on runway 01.


Up in the air and on course for Smith Reynolds Airport in North Carolina.


For a short while everything was green below.


Not much later everything was white below. I actually doubled back to get the previous two pictures. The first time the terrain below turned to white it happened quickly while I had my eyes in the cockpit doing my usual instrument scan.

Half way there on a beautiful day to be flying. Some clouds ahead but no weather issues on this flight.


Airport in sight ahead. These airports in the middle of town are a bit harder to spot, so I was pretty close by the time I took this picture. Wind direction indicated a landing from the South on runway 33. So I banked right and got setup on downwind for runway 33.


On Base for runway 33. Here is downtown Winston Salem off my right wing.

Had a bit of trouble getting lined up straight on final for runway 33. Finally put the camera down and concentrated on the landing.


Touchdown right on the numbers after all.


Parked by a commuter aircraft. After engine shutdown, have 25% fuel on board.

Next stop is Wilson Industrial Air Center (W03) in Wilson, North Carolina. This destination looks to be about 112 nautical miles so I can get there in less than an hour without refueling.

 

[Melo965]

Leg 20: Smith Reynolds Airport (KINT) to Wilson Industrial Air Center (W03) Part 1

Flying the Percival Mew Gull in MSFS 2020. Using Active Sky FS for weather and Little Navmap for navigation. Using FSLTL for AI traffic.


Ready to start the engine on the general aviation ramp. 25% fuel on board for this leg.


It was a long taxi to runway 22 for takeoff. And I had to dodge a few vehicles on the taxiway enroute.


Lined up for takeoff on runway 22.


On the way to Wilson Industrial Air Center.


Clear skies and snow.


Passing Piedmont Triad International Airport (KGSO). Seems very quiet down there. Not much activity.


More clouds above, but no snow below.


Back flying over snowy terrain.


Green fields below again. The view keeps changing. Getting close to the destination now.

Part 2 to follow . . .

 

[Melo965]

Leg 20: Smith Reynolds Airport (KINT) to Wilson Industrial Air Center (W03) Part 2


Passing Raleigh-Durham International Airport (KRDU). This is a VERY busy airport. Shortly after the above picture an airliner passed below me on its way to land on 23R. And there were at least 3 airliners in trail behind it on the way to landing.


Airport in sight ahead. Lowered the flaps and banked left to get on the downwind.


On Base leg for runway 21.


Long final for 21.


Touched down just left of center line.


Parked on the quiet ramp at Wilson Industrial Air Center.


Only 18% fuel left after shutdown. Glad the fuel truck was waiting for me so I could top up.

I called ahead to Dare County Regional Airport (KMQI) and they have a rare vintage aircraft waiting for me for the next leg to Kitty Hawk. I have permission to bring their pilot along and fly to Kitty Hawk and then back to Dare County. Should be a fun adventure.

But first, my next relatively short flight is to Dare County Regional Airport (KMQI)