Dill52’s Air Cargo-Hauling Adventures and Extravaganza
- Thread starter Dil52
- Start date
Maintenance Points: 4 Crashed on the Destination Runway
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Gone fishing!
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Gone fishing!
Arrival
SPNP 03/07/2011 21:57:44 UTC
Fuel Used:
Flight Time:
Maintenance Points: 4 Crashed on R/W when tail hit too hard.
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Some might say 4 crashes in one day is time to quit.
I'm just getting started.
We've attempted to land at Puto by beautiful lake Titicaca twice. Once in afog that got lower as we flew lower. The second time there was a 20 knot tail wind on RW 12 om we attempted to land on 30 instead. As we truned on final at 03/07/2011 17:57:21UTC, the Sun was directly in our face and totally blinded us. Landed to late, slammed on the brakes and 5000 punds of cargo put the tail wheel into the back seat.
There are mysterious Inca burial tombs known as (chullpa) circle the lake. We've decided to leave them rest in peace.
I think they're trying to tell us something!
The arcraft is salvagable, I think well refly from Cuzco directly to La Paz and get rid of this cargo. It may contain some kind of a curse.
Then again, maybe I ain't to savy nuf ta fly the dern buck of bolts.
SPNP 03/07/2011 21:57:44 UTC
Fuel Used:
Flight Time:
Maintenance Points: 4 Crashed on R/W when tail hit too hard.
View attachment 41979 View attachment 41980
Some might say 4 crashes in one day is time to quit.
I'm just getting started.
We've attempted to land at Puto by beautiful lake Titicaca twice. Once in afog that got lower as we flew lower. The second time there was a 20 knot tail wind on RW 12 om we attempted to land on 30 instead. As we truned on final at 03/07/2011 17:57:21UTC, the Sun was directly in our face and totally blinded us. Landed to late, slammed on the brakes and 5000 punds of cargo put the tail wheel into the back seat.
There are mysterious Inca burial tombs known as (chullpa) circle the lake. We've decided to leave them rest in peace.
I think they're trying to tell us something!
The arcraft is salvagable, I think well refly from Cuzco directly to La Paz and get rid of this cargo. It may contain some kind of a curse.
Then again, maybe I ain't to savy nuf ta fly the dern buck of bolts.
That's the spirit. :salute:
moses, mm, robert, salt_air and all here,
Thanks for the kind words guys.
I'll must admit I need to brush up on landing the DC-3.
I went to Puno and landed about 20 times this morning in the thick fog which sets in about at about 13:00 UTC.....it seems daily this time of year. The reality of the fog is understandable at Lake Titicaca. They say 90% of the water is lost due to evapotranspiration, as opposed the outlet at the Rio Desaguadero. I’d love to take a trip there (by bus) sometime.
I landed using both the FS9 DC-3 Cargo and the MAAM C47 and only crashed once. Unless you know exactly where this field is it's very difficult to locate in the fog.
There's another hitch which I find incredibly intriguing.....except for the calls from my insurance agent and the scoring of course.
When approaching RW 30 and after the stand of trees is cleared, at about 200' AGL, there's a wind shear that sucks the Gooney down about 50' before I can react. At 13,000' it leaves little room for a quick recovery. Also the barometric pressure changes very suddenly at Puno.
All and all, this is the most enjoyment I've gotten from flying FS for I can't tell you how long. We plan to stick it out all the way. I just hope we're allowed a few more days to complete the adventure.
Cheers,
Dil
Thanks for the kind words guys.
I'll must admit I need to brush up on landing the DC-3.
I went to Puno and landed about 20 times this morning in the thick fog which sets in about at about 13:00 UTC.....it seems daily this time of year. The reality of the fog is understandable at Lake Titicaca. They say 90% of the water is lost due to evapotranspiration, as opposed the outlet at the Rio Desaguadero. I’d love to take a trip there (by bus) sometime.
I landed using both the FS9 DC-3 Cargo and the MAAM C47 and only crashed once. Unless you know exactly where this field is it's very difficult to locate in the fog.
There's another hitch which I find incredibly intriguing.....except for the calls from my insurance agent and the scoring of course.
When approaching RW 30 and after the stand of trees is cleared, at about 200' AGL, there's a wind shear that sucks the Gooney down about 50' before I can react. At 13,000' it leaves little room for a quick recovery.
Also the barometric pressure changes very suddenly at Puno.All and all, this is the most enjoyment I've gotten from flying FS for I can't tell you how long. We plan to stick it out all the way. I just hope we're allowed a few more days to complete the adventure.
Cheers,
Dil
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Ventilla, Puno, Peru
Arrival
SPNP 05/07/2011 12:46:23 UTC
Fuel Used: 790.3 lbs
Flight Time: 01:09:09
Maintenance Points: 0
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Ventilla, Puno, Peru
Arrival
SPNP 05/07/2011 12:46:23 UTC
Fuel Used: 790.3 lbs
Flight Time: 01:09:09
Maintenance Points: 0
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Terra firma at last with a load of cargo!
Arrival
SLLP 05/07/2011 13:48:36 UTC
Fuel Used: 465.4 lbs
Flight Time: 00:46:19
Maintenance Points: 0
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Arrival
SLCB 05/07/2011 15:48:36 UTC
Fuel Used: 510.1 lbs
Flight Time: 00:53:05
Maintenance Points: 1 Altitude valuation single (17,527 )
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SLCB 05/07/2011 15:48:36 UTC
Fuel Used: 510.1 lbs
Flight Time: 00:53:05
Maintenance Points: 1 Altitude valuation single (17,527 )
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Arrival
SLSU 05/07/2011 16:59:24 UTC
Fuel Used: 561.8 lbs
Flight Time: 00:51:46
Maintenance Points: 0
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SLSU 05/07/2011 16:59:24 UTC
Fuel Used: 561.8 lbs
Flight Time: 00:51:46
Maintenance Points: 0
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After a couple days off, we’re ready for another short flight. Having performed a few necessary repairs with bailing wire, wooden shims, stop leak, duct tape, and patched holes in fuselage and wings with black magic (nothing to do with voo-doo), we’re going to make the short climb up to Potosí, which is located in another high basin atop the Andes.
Potosi, translated, means roughly “deafening noise,” or “crash.” They shouldn’t be startled if we arrive with one of our notorious entries onto terra firma.
Rich in silver, tin and other natural metals they should be well equipped to fabricate anything we need for proper repairs there.
22 SLSU-SLPO
Taking off SLSU 08/07/2011 02:28:12 UTC
Takeoff Weight: 22915 lbs
Fuel: 530 lbs
Payload: 6000 lbs.
Crew 240 (Pilot 200 Copilot 140)
Potosi, translated, means roughly “deafening noise,” or “crash.” They shouldn’t be startled if we arrive with one of our notorious entries onto terra firma.
Rich in silver, tin and other natural metals they should be well equipped to fabricate anything we need for proper repairs there.
22 SLSU-SLPO
Taking off SLSU 08/07/2011 02:28:12 UTC
Takeoff Weight: 22915 lbs
Fuel: 530 lbs
Payload: 6000 lbs.
Crew 240 (Pilot 200 Copilot 140)
Took off from Sucre made a 180 degree turn to and climbed to 16,000' to clear the mountains in the clouds. We got a clearing on the other side, dropped down rather steeply and landed at Potosi'.
Arrival
SLPO 08/07/2011 02:48:17 UTC
Fuel Used: -225.1 lbs
Flight Time: 00:20:05
Maintenance Points: 0
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Arrival
SLPO 08/07/2011 02:48:17 UTC
Fuel Used: -225.1 lbs
Flight Time: 00:20:05
Maintenance Points: 0
View attachment 42645 View attachment 42644
Potosi, Bolivia to…….
While the mechanics were fixing some damages from previous flights on this original DC3 model, I decided to consult some designer friends over at DCA. They were gracious enough to fly al the way down here and make some modifications, which are supposed to improve the performance this bird.
Among the modifications they performed are as follows:
Adjusted the wings and elevators AOA for better glide distances
Retrofitted and adjusted the propellers so we can now fly at the spec "endurance" settings without stalling, and fly at 13000 ft using 2050 RPM instead of at the very edge of yellow-line!!........what a difference that would have made up at Lake Titicaca after the wind shear slammed us on the runway…twice!!
Increased the horse power of the P&W’s to shorten our take-off roll distance
They increased power of the engines which now match the climb and cruise specs
Set the turbocharger power so we now will only start losing MP at 3000 ft rather than 7000.
They tell us that we’ll now get a much more uniform increase in speed with increasing MP at 2050 RPM at 25K lbs. GW which is closer to spec.
We now have low fuel pressure lights that come on at idle like they should?
They adjusted the fuel flow to match the actual real cruise specs.
They retrofitted the brakes so we can stop the plane a bit more quickly, but not that much more?
They tell us that we’ll now have more stability in the deployed flaps condition......that is yet another one we really could have used while attempting go-a-rounds, which cost us at least two crashes.
We're now able to rely on our flight planner to post realistic fuel consumption, speed, and time for each leg.
They repositioned the fuel tanks positions to more closely match specs and balance.
They had the fabricators cut out a new window so we could look out the left rear cockpit window and see the left engine, and the wing, so you get a realistic view for left pattern approaches?
Now that’s what I call a complete work-over.
What I was sold, when we were in such a hurry to get this job, was an old out dated prototype that a used plane salesman wanted to unload. We can now retire the "old power boosters," which consisted of two white rats in a pair of treadmills that were geared to assist the propellers RPM.
I can’t wait to load up on some heavy cargo, get back into the air, and make some money. This stop and the call were well worth the time spent.
The plane even sounds much better, not to mention that the CHT gauge, AI gauge, and the Sperry are all working like new.
I guess we should take this modified, customized, rectified, and retrofitted beast for a couple of circuits before loading up and heading south.
While the mechanics were fixing some damages from previous flights on this original DC3 model, I decided to consult some designer friends over at DCA. They were gracious enough to fly al the way down here and make some modifications, which are supposed to improve the performance this bird.
Among the modifications they performed are as follows:
Adjusted the wings and elevators AOA for better glide distances
Retrofitted and adjusted the propellers so we can now fly at the spec "endurance" settings without stalling, and fly at 13000 ft using 2050 RPM instead of at the very edge of yellow-line!!........what a difference that would have made up at Lake Titicaca after the wind shear slammed us on the runway…twice!!
Increased the horse power of the P&W’s to shorten our take-off roll distance
They increased power of the engines which now match the climb and cruise specs
Set the turbocharger power so we now will only start losing MP at 3000 ft rather than 7000.
They tell us that we’ll now get a much more uniform increase in speed with increasing MP at 2050 RPM at 25K lbs. GW which is closer to spec.
We now have low fuel pressure lights that come on at idle like they should?
They adjusted the fuel flow to match the actual real cruise specs.
They retrofitted the brakes so we can stop the plane a bit more quickly, but not that much more?
They tell us that we’ll now have more stability in the deployed flaps condition......that is yet another one we really could have used while attempting go-a-rounds, which cost us at least two crashes.
We're now able to rely on our flight planner to post realistic fuel consumption, speed, and time for each leg.
They repositioned the fuel tanks positions to more closely match specs and balance.
They had the fabricators cut out a new window so we could look out the left rear cockpit window and see the left engine, and the wing, so you get a realistic view for left pattern approaches?
Now that’s what I call a complete work-over.
What I was sold, when we were in such a hurry to get this job, was an old out dated prototype that a used plane salesman wanted to unload. We can now retire the "old power boosters," which consisted of two white rats in a pair of treadmills that were geared to assist the propellers RPM.
I can’t wait to load up on some heavy cargo, get back into the air, and make some money. This stop and the call were well worth the time spent.
The plane even sounds much better, not to mention that the CHT gauge, AI gauge, and the Sperry are all working like new.
I guess we should take this modified, customized, rectified, and retrofitted beast for a couple of circuits before loading up and heading south.