salt_air / southbound - Eastern Air Lines / L-049 / North America
- Thread starter salt_air
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salt_air
Charter Member
That Kellet is a hoot to fly. Sometimes we have "Kellet Jousting" matches with those online.
How do you "joust" with a Kellet Moses? :isadizzy:
salt_air
Charter Member
Ecuador-Leg #9 complete
Good landing at SEGU,,,,gorgeous flight untill just under 3000' then vis went bad.
Surprised at how shy I still am with the reserve fuel while trying to allocate for each flight.
But another safe one for Eastern.
Landing weight= 77575 lbs
Fuel used= 7972.4 lbs
Flight time= 02:52:42
Good landing at SEGU,,,,gorgeous flight untill just under 3000' then vis went bad.
Surprised at how shy I still am with the reserve fuel while trying to allocate for each flight.
But another safe one for Eastern.
Landing weight= 77575 lbs
Fuel used= 7972.4 lbs
Flight time= 02:52:42
Willy
Administrator
salt_air
Charter Member
Think attempted head on collisions on purpose
I did already........
You guys are alright!
VC cockpit view??
salt_air
Charter Member
Cumulative stats for EAL thru leg #9
Took some time to add a few numbers for back-up reference if needed.
A few totals so far after landing at SEGU:
Flight Time= 18:53:27
Used Fuel= 55641.0 lbs
Payload Weight= 179460 lbs
Miles Flown= 4254.4 NM
Penalties= 0:04 (79.6 lbs over on MLW at KLGA)
Commercial Centers:
(5) Required= KLGA/KDCA/KMIA/TJIG/MPMG
(4) Additional= MUHA/MKJP/TNNC/SEGU
Took some time to add a few numbers for back-up reference if needed.
A few totals so far after landing at SEGU:
Flight Time= 18:53:27
Used Fuel= 55641.0 lbs
Payload Weight= 179460 lbs
Miles Flown= 4254.4 NM
Penalties= 0:04 (79.6 lbs over on MLW at KLGA)
Commercial Centers:
(5) Required= KLGA/KDCA/KMIA/TJIG/MPMG
(4) Additional= MUHA/MKJP/TNNC/SEGU
salt_air
Charter Member
Down safe in Peru, but......
Need a ruling from the committee on this flight.
No crash, just showing a refueling error.
Did NOT add any fuel, but I did make a bad entry into the first tank field in the change fuel screen at which point the duenna immediately registered an error message.
The mistake was corrected before the remaining entries were made and I proceeded to hit ok to continue the flight.
I didn't need more fuel I was trying to dump fuel from yet another annoying over projection on plan.
Eastern is safe on the ground at SPLP but awaits a decision from the committee before it will proceed with the next leg.
The Flight Engineer of EAL flight 541 has been placed "out of service" pending termination based on the committee's decision.
Landing weight= 77622.0 lbs
Fuel used= 7894.2 lbs
Flight time= 02:43:24
Need a ruling from the committee on this flight.
No crash, just showing a refueling error.
Did NOT add any fuel, but I did make a bad entry into the first tank field in the change fuel screen at which point the duenna immediately registered an error message.
The mistake was corrected before the remaining entries were made and I proceeded to hit ok to continue the flight.
I didn't need more fuel I was trying to dump fuel from yet another annoying over projection on plan.
Eastern is safe on the ground at SPLP but awaits a decision from the committee before it will proceed with the next leg.
The Flight Engineer of EAL flight 541 has been placed "out of service" pending termination based on the committee's decision.
Landing weight= 77622.0 lbs
Fuel used= 7894.2 lbs
Flight time= 02:43:24
salt_air
Charter Member
Thanks Moses
You're right, It's GPH factor is extremely sensitive to changes in prop, mixture, throttle and even cowl flap settings.
I've been too conservative on each flight. Consequence has been a fuel dump or route change to burn more off. Not gonna win any medals for fuel economy, but that's not indicative of the planes design, just my lack of being able to manage. Goes against prudence to consider using reserves in the very begining of a plan.
Appreciate the quick response.
Plenty of logs for similar dispatches to use as comparison or just the math on that trip itself.
You're right, It's GPH factor is extremely sensitive to changes in prop, mixture, throttle and even cowl flap settings.
I've been too conservative on each flight. Consequence has been a fuel dump or route change to burn more off. Not gonna win any medals for fuel economy, but that's not indicative of the planes design, just my lack of being able to manage. Goes against prudence to consider using reserves in the very begining of a plan.
Appreciate the quick response.
Plenty of logs for similar dispatches to use as comparison or just the math on that trip itself.
salt_air
Charter Member
Whew, No Sir....that won't happen again!
Note. We hear reports from Miami of an unofficial reprimand from President Eddie Rickenbacker of Eastern Air Lines. Pilot cited for poor fuel management.
The Committee.
Let's make this official,,,,after having a nightmare where the rest of the crew and myself were hanging from trees being handled quite like pinatas by none other than the "Boss" himself, I awoke to his voice.
Mr. Rickenbacker himself had apparently been on board the aircraft for the entire flight. Not disguised, but let's say incognito. You see eventhough Eastern had choosen their top crew for this expedition, the "Boss" knew us from the war and figured he'd better tag along just in case.
After a fifteen minute long up in the face toe to toe rant on company proceedures and race rules he proceeds to tell us what he thinks should be done about it.
salt_air: Whew, No Sir....that won't happen again!
"Boss": Okay, but just so you don't forget, I'll fly the next leg, the stewardess, who has done more work than the rest of the crew put togther will have the day off to sit as a first class passenger while you sir (that would be me) will act as steward for the flight.
So the crew makes the ordered assignment changes for the day and readies the "Connie" for the next leg..........
Note. We hear reports from Miami of an unofficial reprimand from President Eddie Rickenbacker of Eastern Air Lines. Pilot cited for poor fuel management.
The Committee.
Let's make this official,,,,after having a nightmare where the rest of the crew and myself were hanging from trees being handled quite like pinatas by none other than the "Boss" himself, I awoke to his voice.
Mr. Rickenbacker himself had apparently been on board the aircraft for the entire flight. Not disguised, but let's say incognito. You see eventhough Eastern had choosen their top crew for this expedition, the "Boss" knew us from the war and figured he'd better tag along just in case.
After a fifteen minute long up in the face toe to toe rant on company proceedures and race rules he proceeds to tell us what he thinks should be done about it.
salt_air: Whew, No Sir....that won't happen again!
"Boss": Okay, but just so you don't forget, I'll fly the next leg, the stewardess, who has done more work than the rest of the crew put togther will have the day off to sit as a first class passenger while you sir (that would be me) will act as steward for the flight.
So the crew makes the ordered assignment changes for the day and readies the "Connie" for the next leg..........
salt_air
Charter Member
Diversion for the "Boss"
Teletype recieved early yesterday caused a delay in the teams departure for Bolivia. Also caused a change in the crew assignments and has the the original crew back in place.
It appears Mr. Rickenbacker's interests were diverted towards Europe. So with that we find suitable connections and send him off on his way.
salt_air now finishes all of the pre-flight checks outside the aircraft and proceeds to the cockpit whistling a tune that sounds strickingly like tune made famous by Gene Autry known as 'Back in the Saddle Again".
With nods from the First Officer and Flight Engineer the announcement is made to seat the passengers.
EAL 541 taxis to RWY 19 for take off to Bolivia.
Hazy skies on the ground and no wind.
SPLP-SLLP
TOW= 85000 lbs
Payload= 19940 lbs
Teletype recieved early yesterday caused a delay in the teams departure for Bolivia. Also caused a change in the crew assignments and has the the original crew back in place.
It appears Mr. Rickenbacker's interests were diverted towards Europe. So with that we find suitable connections and send him off on his way.
salt_air now finishes all of the pre-flight checks outside the aircraft and proceeds to the cockpit whistling a tune that sounds strickingly like tune made famous by Gene Autry known as 'Back in the Saddle Again".
With nods from the First Officer and Flight Engineer the announcement is made to seat the passengers.
EAL 541 taxis to RWY 19 for take off to Bolivia.
Hazy skies on the ground and no wind.
SPLP-SLLP
TOW= 85000 lbs
Payload= 19940 lbs
salt_air
Charter Member
Leg 11 complete
Safe landing in La Paz, Bolivia. Glad to see such a nice long runway after a scenic but not very relaxing morning flight through the mountains.
After more than thirty minutes of hard climbing, you look outside the window to see the ground only a few hundred feet below. Very strange, and out the windscreens you're still looking to see if you're going to make it over the top of what mountains are left ahead. Sure enough there was a slight adjustment (swerve) "S" turn that was necessary to play it safe.
{NOTE} You know you're getting too close to the ground here when you look out the window to see folks in their very colorful loin cloths and "skyscraper" style headgear bowing at the waist with both hands raised high up over their heads as you pass by,,,,,so close that you can count all three of their remaining teeth each time they raise up smiling from the previously "bent over at the waist-touching the ground" position.
Once a safe cruise was established at FL 210 the next hurdle was that of not having NDB's for over an hour, nearly three hundred miles. Had to take the assumed heading needed to get close and I flew a zig-zag (SAR) style across that heading, like making sweeps, hoping the timing would have the last sweep headed toward La Paz. That also afforded glimses of smaller airports with no NAV-AIDS, but still a nice confirmation of position. Also lucky to have the advantage of Lake Titicaca, a huge body of water easily seen all the way in to the airport (SLLP). Map shows that we just needed to stay along the west side of the lake till near the southern end then guess at where to turn east towards La Paz. Lucky as well to have the NDB at La Paz sporting a 113 NM range to pull everything in line just before sighting the runway.
This would have been a treacherous and probably unsuccessful flight in total darkness or near zero visibility.
Glad to be on the ground again and safe. We'll be taking a break and making some adjustments before the next leg.
Landing weight= 77674.4 lbs
Fuel used= 7269.4 lbs
Safe landing in La Paz, Bolivia. Glad to see such a nice long runway after a scenic but not very relaxing morning flight through the mountains.
After more than thirty minutes of hard climbing, you look outside the window to see the ground only a few hundred feet below. Very strange, and out the windscreens you're still looking to see if you're going to make it over the top of what mountains are left ahead. Sure enough there was a slight adjustment (swerve) "S" turn that was necessary to play it safe.
{NOTE} You know you're getting too close to the ground here when you look out the window to see folks in their very colorful loin cloths and "skyscraper" style headgear bowing at the waist with both hands raised high up over their heads as you pass by,,,,,so close that you can count all three of their remaining teeth each time they raise up smiling from the previously "bent over at the waist-touching the ground" position.
Once a safe cruise was established at FL 210 the next hurdle was that of not having NDB's for over an hour, nearly three hundred miles. Had to take the assumed heading needed to get close and I flew a zig-zag (SAR) style across that heading, like making sweeps, hoping the timing would have the last sweep headed toward La Paz. That also afforded glimses of smaller airports with no NAV-AIDS, but still a nice confirmation of position. Also lucky to have the advantage of Lake Titicaca, a huge body of water easily seen all the way in to the airport (SLLP). Map shows that we just needed to stay along the west side of the lake till near the southern end then guess at where to turn east towards La Paz. Lucky as well to have the NDB at La Paz sporting a 113 NM range to pull everything in line just before sighting the runway.
This would have been a treacherous and probably unsuccessful flight in total darkness or near zero visibility.
Glad to be on the ground again and safe. We'll be taking a break and making some adjustments before the next leg.
Landing weight= 77674.4 lbs
Fuel used= 7269.4 lbs
salt_air
Charter Member
"Wildcard"
Thought about bustin' this leg up into two, but it's just too tempting to go for Santiago. Plus we are out here to have fun and the "Connie" needs to stretch a little bit. SLLP-SCAF-SCTI would have been a safe bet,,,oh well.
This will be Dead Reckoning at it's best with best being easiest or having the most references to call on. Loss of visibilty for long periods will be a disaster, but I'm not looking for those conditions up here at FL220.
{Note} Hard to type with fingers crossed.
Basically should be running across the ridge of the Andes with visual of the Pacific on the other side. Getting lost won't be a problem, but I'll need to keep as straight a flight path as I can due to only having around 70 NM's of "play" on the total distance limit.
There are NDB's along the coast that won't help with direction although that's not really a problem, they will let me know if I'm too close to the shoreline. Most of this won't make a lot of sense unless you're looking at a map of S. America. Weird to tune in a NDB and not want to "hear" from it.
First confirmation is still about half an hour away with a visual at Coposa (SCKP), then some lakes again, then that's about it untill I (hopefully) pick up the NDB's around Santiago.
Headwinds now so I probabaly won't be dumping any fuel. I'll take measurments at Coposa and then at half the remaining distance. The only real "bail-out" point would be out of the way at Mendoza (SAME). I'm going to be reluctant to make that decision unless there's no hope of getting all the way in.
Thought about bustin' this leg up into two, but it's just too tempting to go for Santiago. Plus we are out here to have fun and the "Connie" needs to stretch a little bit. SLLP-SCAF-SCTI would have been a safe bet,,,oh well.
This will be Dead Reckoning at it's best with best being easiest or having the most references to call on. Loss of visibilty for long periods will be a disaster, but I'm not looking for those conditions up here at FL220.
{Note} Hard to type with fingers crossed.
Basically should be running across the ridge of the Andes with visual of the Pacific on the other side. Getting lost won't be a problem, but I'll need to keep as straight a flight path as I can due to only having around 70 NM's of "play" on the total distance limit.
There are NDB's along the coast that won't help with direction although that's not really a problem, they will let me know if I'm too close to the shoreline. Most of this won't make a lot of sense unless you're looking at a map of S. America. Weird to tune in a NDB and not want to "hear" from it.
First confirmation is still about half an hour away with a visual at Coposa (SCKP), then some lakes again, then that's about it untill I (hopefully) pick up the NDB's around Santiago.
Headwinds now so I probabaly won't be dumping any fuel. I'll take measurments at Coposa and then at half the remaining distance. The only real "bail-out" point would be out of the way at Mendoza (SAME). I'm going to be reluctant to make that decision unless there's no hope of getting all the way in.
salt_air
Charter Member
Your flight's been cancelled
Under the provisions of the rules set forth by the Rules Committee I declare this flight cancelled due to family issues.
I'll need to leave and do not for see getting back untill later in the day maybe tonight.
Nothing too serious, just needs my attention.
Good Day to All,
Under the provisions of the rules set forth by the Rules Committee I declare this flight cancelled due to family issues.
I'll need to leave and do not for see getting back untill later in the day maybe tonight.
Nothing too serious, just needs my attention.
Good Day to All,
salt_air
Charter Member
The Show must go on..
Must have been dreamin' to think I would be left alone for four or five hours so I could fly. Don't remember ever having that scenario play out when I planned for it to happen.
I suppose we all live in hope even if we die in despair. Meanwhile....
I'm not going to attemp a long leg right now. The "Connie" will have to wait for the trip back to the states when I'll see just how far it will go on a tank full or should I say four tanks full.
EAL flight 541 continues with a hop to Antofagasta.
SLLP-SCFA
TOW= 82800
Payload= 19940
Must have been dreamin' to think I would be left alone for four or five hours so I could fly. Don't remember ever having that scenario play out when I planned for it to happen.
I suppose we all live in hope even if we die in despair. Meanwhile....
I'm not going to attemp a long leg right now. The "Connie" will have to wait for the trip back to the states when I'll see just how far it will go on a tank full or should I say four tanks full.
EAL flight 541 continues with a hop to Antofagasta.
SLLP-SCFA
TOW= 82800
Payload= 19940
salt_air
Charter Member
Easy along the coast
Safe landing at SCFA
Visibility poor on approach (sounds like a broken record), btu the rest of the trip had excellent visibility with parly cloudy skies. Winds changed direction and speed a little too often for comfort so we took a little bit slower cruise just in case a big tailwind came up and pushed us into overspeed.
Landing weight = 77648.8 lbs
Fuel used= 5093.7 lbs
Flight time = 02:03:07
Safe landing at SCFA
Visibility poor on approach (sounds like a broken record), btu the rest of the trip had excellent visibility with parly cloudy skies. Winds changed direction and speed a little too often for comfort so we took a little bit slower cruise just in case a big tailwind came up and pushed us into overspeed.
Landing weight = 77648.8 lbs
Fuel used= 5093.7 lbs
Flight time = 02:03:07
salt_air
Charter Member
Yeah, and unless your real familiar with the terrain there, you could easily get into trouble with an straight in approach from the north.
BTW: Congrats on finishing in one piece. Looks like you did a super job!
{ never could drink just one }