Melo965
Members +
I even included your airport in the top right corner of the Flight 7 picture.MOST impressive, and thanks so much.
-
Please see the most recent updates in the "Where did the .com name go?" thread. Posts number 16 and 17.
Spitfire K5054 90th Anniversary Circumnavigation of the UK: May 2026
- Thread starter Melo965
- Start date
bosspecops
Members +
It'd be interesting to fly these legs twice, once in a suitable Spitfire and once in the RAF's supporting aircraft for the same legs. Comparing the flight times would be interesting, I'm not sure a Typhoon would manage to keep slow enough!
Or even that Jupiter chopper could keep up for Flight 6!
Or even that Jupiter chopper could keep up for Flight 6!
bosspecops
Members +
I even included your airport in the top right corner of the Flight 7 picture.
I think I may make a slight diversion during my Flight 7 to overlfy Dean Forest Regional, and my own house even!
ScottishMike1
Members +
It was the air cadets and the university air squadron that had kept the secret, as well as polished greased and oiled the old bird. She had been hidden in a corner of one of the remotest hangers, concealed behind a wall of cardboard and wooden boxes of spares. In the RAF days it was one of those token secrets, known to most, but not spoken about. The RAF had left Leuchars for Lossiemouth and the airfield handed over to the army, however the RAF Cadets and Officer Cadets from the University squadron still gathered there. But as the saying goes: “A new broom sweeps clean” and eventually an over enthusiastic army Sargent Major commanding a cleaning detail had come across the Otter in his devotion for floors “You Can See Your Face In”. Not that anyone would of thanked you for a view of his.
Both RAF and Army would have been happy to once again pile the boxes around the Sea Otter and have her forgotten. Neither wanted blame for wasting tax payers money, but the secret was out, loose squaddie talk in the local taverns alerted “Malky” Torbin, the Fife Free Press reporter in the twilight of his career. Fed up with his bosses exhortations to provide click bait headlines for the online version of the publication Malky recognised a good old fashioned scoop. Beer and whisky chasers loosened army tongues.
It had played out to our advantage, the MOD (Ministry Of Defence) had been eager to turn the story into a positive. Government money flows when a politician sees an opportunity to portray himself as the good guy. The Minister thought it a wonderful idea that the Otter should accompany the Spitfire on the tour and he posed, shoes polished, by the aircraft, portrayed as the saviour of the RAF’s great history and traditions.
The upshot was money and personnel were made available and the Sea Otter was ready for it’s first flight trial in over 70 years.
The weather was unusually good and Suzanne and I would soon be airborne on the short flight from Aberdeen’s Dyce airport to Leuchars to witness the event.
Her beloved Beagle Airdale looked stunning in the morning sun. There are some advantages in being the CTO of one of the biggest helicopter operators in Aberdeen:
Despite Dyce’s infamous lack of space a corner had been found in one of the Barstools hangers and the tech staff looked after the plane as if their jobs depended on it (because they probably did). Suzanne still gave it a full visual inspection before powering up:
I had promised funding through my Golden group of aviation companies and Suzanne had called in favours forcing Barstools Helicopters to also sponsor.
We had been given clearance to land at Leuchars. Despite now being in Army hands it was still a diversionary airfield and maintained as such.
Dyce ATC directed us to the north runway:
After take-off we had an 180 degree loop to head south on a 210 heading for Leuchars following the North Sea coast. The problem with a high pressure over the North Sea is it creates what locals call a “Haar” or sea fog that can stretch up to 20 miles inland, this could well be a major problem when the circumnavigation is following the North Sea coast. Cruising at 3000’ we were above it but it could make landings difficult.
Not many minutest passed before it was time to contact Leuchars ATC and we are directed to a left circuit for rwy 9 taking us up the firth of Tay over Dundee. The Tay bridge is just about visible ahead.
Having descended to 1500’ both rail and road bridges are behind us now:
Time to turn onto base leg for Leuchars, the haar is not a problem thank goodness:
We are allowed the rare privilege of parking in front of the Officers mess opposite the Sea Otter:
TO BE CONTINUED
Both RAF and Army would have been happy to once again pile the boxes around the Sea Otter and have her forgotten. Neither wanted blame for wasting tax payers money, but the secret was out, loose squaddie talk in the local taverns alerted “Malky” Torbin, the Fife Free Press reporter in the twilight of his career. Fed up with his bosses exhortations to provide click bait headlines for the online version of the publication Malky recognised a good old fashioned scoop. Beer and whisky chasers loosened army tongues.
It had played out to our advantage, the MOD (Ministry Of Defence) had been eager to turn the story into a positive. Government money flows when a politician sees an opportunity to portray himself as the good guy. The Minister thought it a wonderful idea that the Otter should accompany the Spitfire on the tour and he posed, shoes polished, by the aircraft, portrayed as the saviour of the RAF’s great history and traditions.
The upshot was money and personnel were made available and the Sea Otter was ready for it’s first flight trial in over 70 years.
The weather was unusually good and Suzanne and I would soon be airborne on the short flight from Aberdeen’s Dyce airport to Leuchars to witness the event.
Her beloved Beagle Airdale looked stunning in the morning sun. There are some advantages in being the CTO of one of the biggest helicopter operators in Aberdeen:
Despite Dyce’s infamous lack of space a corner had been found in one of the Barstools hangers and the tech staff looked after the plane as if their jobs depended on it (because they probably did). Suzanne still gave it a full visual inspection before powering up:
I had promised funding through my Golden group of aviation companies and Suzanne had called in favours forcing Barstools Helicopters to also sponsor.
We had been given clearance to land at Leuchars. Despite now being in Army hands it was still a diversionary airfield and maintained as such.
Dyce ATC directed us to the north runway:
After take-off we had an 180 degree loop to head south on a 210 heading for Leuchars following the North Sea coast. The problem with a high pressure over the North Sea is it creates what locals call a “Haar” or sea fog that can stretch up to 20 miles inland, this could well be a major problem when the circumnavigation is following the North Sea coast. Cruising at 3000’ we were above it but it could make landings difficult.
Not many minutest passed before it was time to contact Leuchars ATC and we are directed to a left circuit for rwy 9 taking us up the firth of Tay over Dundee. The Tay bridge is just about visible ahead.
Having descended to 1500’ both rail and road bridges are behind us now:
Time to turn onto base leg for Leuchars, the haar is not a problem thank goodness:
We are allowed the rare privilege of parking in front of the Officers mess opposite the Sea Otter:
TO BE CONTINUED
srgalahad
Charter Member 2022
I haven't seen any textual reports, but my first guess would be that the Typhoons didn't slow-fly all the time but joined up at certain points for the public. They actually could do the leg at 200-230kts, but the Treasury might not be able to afford the fuel bill.It'd be interesting to fly these legs twice, once in a suitable Spitfire and once in the RAF's supporting aircraft for the same legs. Comparing the flight times would be interesting, I'm not sure a Typhoon would manage to keep slow enough!
Or even that Jupiter chopper could keep up for Flight 6!
The Jupiter could likely sustain 150Kts (and it was only for part of the leg) which is a nice casual saunter for the Spit at or just above max gear/flap speed.
Herein lies the perfect opportunity for multiplayer/online flight. Fly the Spit and let some other poor batard handle management of the escort at limits of the envelope.- and get the great screenshots.
Not being a fan of fast jets, I'll probably pass that fun to Larry as I'm not motivated to track down and learn models for a very limited use, but you never know.
Melo965
Members +
K5054 TR9 flight 9
Included in the zip file are LittleNavMap flight plans for FSX and MSFS2020.
Here is the flight plan from Exeter (EGTE) to Southampton Intl (EGHI)
This first picture shows the route with nearby airports also shown.
This second picture shows the actual route flown by the TR9 K5054 Spitfire if you want to copy the exact maneuvers flown. Please note: This flight track is actually for the BBMF Douglas C-47 Dakota which accompanied the K5054 Spitfire for most of the route.
For those who use a different flight planner than LittleNavMap, also attached is a text file with the waypoints for flight 9.
Now that all the flight plans are done, headed to the hangar with some PRU blue paint. . . .
Included in the zip file are LittleNavMap flight plans for FSX and MSFS2020.
Here is the flight plan from Exeter (EGTE) to Southampton Intl (EGHI)
This first picture shows the route with nearby airports also shown.
This second picture shows the actual route flown by the TR9 K5054 Spitfire if you want to copy the exact maneuvers flown. Please note: This flight track is actually for the BBMF Douglas C-47 Dakota which accompanied the K5054 Spitfire for most of the route.
For those who use a different flight planner than LittleNavMap, also attached is a text file with the waypoints for flight 9.
Now that all the flight plans are done, headed to the hangar with some PRU blue paint. . . .
lucb
SOH-CM-2026
I don't think we'll be able to resist popping into Mach Loop
By the way training has started.
I was thinking that maybe after the cirumnavigation we could organise a multiplayer fly of Spitfire as a happy end. Something like Southampton Airport - West Malling - Biggin Hill - London (Battersea as initial point then flying the Thames) - Manston - Dover - Tangmere - Southhampton. Kind of remembering the Battle of Britains and at this occasion, Hurricanes welcome. What do you think?
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I'm up for any type of MP event as I do most of my non-testing flying in MP anyway. Timing may be an issue as we have people from all over the world. For instance 4 pm UTC/GMT would be Noon EDT for me in Ontario, Canada and 10 am for Rob in Alberta, Canada.
bosspecops
Members +
Online? Multiflier? Oooer, AGES since we did that, eh Melo?
I remember having to send out an Albion helicopter rescue flight to collect you from the mountains around Aspen Co, I think it was?
I remember having to send out an Albion helicopter rescue flight to collect you from the mountains around Aspen Co, I think it was?
lucb
SOH-CM-2026
I never fly online but I hope to do it for a leg or for my sugest flight after the circumnavigation.
Today the weather seem perfect to fly the Spitfire LF XVI to Southampton Airport . This Spit was in the RAF (TB991) before being lent as TB991/GE-G, GE-L "Liège" to Belgian Airforce. Unfortunately, she was in an accident at Beauvechain on 03 Feb 1947 and estimated uneconomical to repair and not returned to RAF.
(Fiction start here)
The fuselage lay abandoned in a hangar until a warplane enthusiast from Liège discovered it and decided to restore it with the help of several organisations and volunteers.
After 10 years of development, she made its maiden flight on 2 April 2026.
When the announcement was made of a new round-the-world flight, this time bringing together Spitfires from all corners of the globe, it was decided to sign up for it in order to promote the event ahead of the upcoming air show season.
So this Friday at 12.45 pm, I sent this beauty on its way to its homeland: Great Britain.
The flight was a bit bumpy over France and visibility was borderline for VFR conditions.
After a flight of just over an hour and ten minutes, the English coast finally came into view through the clouds. You can make out the cliffs of Dover.
The landing took place after a bumpy but uneventful 1 hour and 45-minute flight, though not without a brief, low fly-past right past the control tower (which had authorised it
)
Over the next few days, we’ll be doing a few familiarisation flights over the countryside and along the coast to make sure we’re ready for the main event.
I think I'm falling in love with this bird.
Today the weather seem perfect to fly the Spitfire LF XVI to Southampton Airport . This Spit was in the RAF (TB991) before being lent as TB991/GE-G, GE-L "Liège" to Belgian Airforce. Unfortunately, she was in an accident at Beauvechain on 03 Feb 1947 and estimated uneconomical to repair and not returned to RAF.
(Fiction start here)
The fuselage lay abandoned in a hangar until a warplane enthusiast from Liège discovered it and decided to restore it with the help of several organisations and volunteers.
After 10 years of development, she made its maiden flight on 2 April 2026.
When the announcement was made of a new round-the-world flight, this time bringing together Spitfires from all corners of the globe, it was decided to sign up for it in order to promote the event ahead of the upcoming air show season.
So this Friday at 12.45 pm, I sent this beauty on its way to its homeland: Great Britain.
The flight was a bit bumpy over France and visibility was borderline for VFR conditions.
After a flight of just over an hour and ten minutes, the English coast finally came into view through the clouds. You can make out the cliffs of Dover.
The landing took place after a bumpy but uneventful 1 hour and 45-minute flight, though not without a brief, low fly-past right past the control tower (which had authorised it
)Over the next few days, we’ll be doing a few familiarisation flights over the countryside and along the coast to make sure we’re ready for the main event.
I think I'm falling in love with this bird.
Melo965
Members +
Two or three of us had engines quit from the cold or something on approach to Aspen in the mountains. It being my first ever flight in a DC-9, I was the only one who could not get the engines restarted, and had to do an off airport belly landing.
bosspecops
Members +
I've done my own repaint of the Scrubbs Tr9 for this event, but it's not your average Tr9................
When my Dad saw the original trainer Spitfires in the 50s he commented that they could have done with them on the PRDU during WWII to teach PR pilots the rather special techniques of handling Spitfires at very high altitudes and to enable them to fly extreme ranges too.
Some weeks ago I built a 1/72 plastic model of just such a 'What If' Spitfire, calling it a PRXI(T) and here it is.
So over the last few days I've been repainting the Scrubbs Tr9 into my PRXI(T). OK, I know it doesn't have the retractable tailwheel or the enlarged oil tank that the PRXI had, but it's close enough for Government work.
I suppose I better fly PL839 out toSouthampton Int. Eastliegh before the event starts. Melo and I both do our test flying from 'own' Dean Forest Regional airfield on the banks of the Severn nr Lydney where I used to live until last month, so I'll be flying her from there, and using the photoreal Just Flight UK scenery, even though takes an AGE to load..............
When my Dad saw the original trainer Spitfires in the 50s he commented that they could have done with them on the PRDU during WWII to teach PR pilots the rather special techniques of handling Spitfires at very high altitudes and to enable them to fly extreme ranges too.
Some weeks ago I built a 1/72 plastic model of just such a 'What If' Spitfire, calling it a PRXI(T) and here it is.
So over the last few days I've been repainting the Scrubbs Tr9 into my PRXI(T). OK, I know it doesn't have the retractable tailwheel or the enlarged oil tank that the PRXI had, but it's close enough for Government work.
I suppose I better fly PL839 out to
ScottishMike1
Members +
7:30 in the morning, clear and wind below 10 Kn. Today she will fly for the first time in over 70 years. William and Patrick the two test pilots had spent most of yesterday running up the engine and taxing; testing everything that could be tested on the ground and all was within spec.
I remembered a paragraph I had read about the Sea Otter’s last sea rescue:
On 19 July 1950, during the Korean War, Lieutenant P. Cane performed the last operational sea rescue in a Sea Otter, taking off from HMS Triumph. An F4U Corsair had been shot down by anti-aircraft fire, forcing the American pilot to ditch into rough seas. Cane's aircraft landed and the American pilot was rescued. Cane succeeded in returning the Sea Otter to HMS Triumph, and was later awarded the US Air Medal in recognition of his actions.
(Courtesy Wikipedia)
They powered her up and taxied onto rwy 9. Full power and 10 degrees of flap and the tail lifted at 57 Kn:
At around 90 Kn she lifted off and climbed steeply:
Patrick and William levelled off at 2500’ and turned north silhouetted by the morning sun:
The performance appeared slightly better than book, supposed max speed 142 Kn, this bird maxing out at 160 Kn. In a slight dive it could happily reach 190 Kn, not surprising as it was designed to perform dive bombing as well as maritime patrol and air-sea rescue. It had been called Stingray before the name was changed to Sea Otter.
The performance would come in handy if it was going to keep up with it’s more glamorous stable mate in the circumnavigation.
The next test for the happy duo, William Fitzpatrick and Patrick Fitzwilliam, was sea testing: landing, manoeuvring and take off. Landing was smooth and trouble free:
In the water she handled well, the water rudder effective and positive. Take off also smooth and easy, lifting off the water at around 100 Kn:
The pair climbed her to 2000’ and turned west on a downwind leg and towards the Tay bridges.
As they both attested later some aircraft just inspire confidence, this was one of them.
Patrick dived the Otter to just a few hundred feet above the water reaching around 190 Kn the Tay road bridge getting rapidly closer:
William tapped Patrick’s knee and shook his head in a silent No! The Tay road bridge is not the type of bridge for that kind of fun. Patrick conceded and they swooped over the top of it. But now the rail bridge loomed, the stumps of the old bridge running like dark angels of death alongside the new.
But nobody wanted a second Tay Bridge disaster, or as MacGonagel had put it:
Beautiful Railway Bridge of the Silv’ry Tay!
Alas! I am very sorry to say
That ninety lives have been taken away
On the last Sabbath day of 1879,
Which will be remember’d for a very long time.
‘Twas about seven o’clock at night,
And the wind it blew with all its might,
And the rain came pouring down,
And the dark clouds seem’d to frown,
And the Demon of the air seem’d to say-
“I’ll blow down the Bridge of Tay.”
(There are more verses… Just Google MacGonagel)
The Otter responded magnificently, and at 180 kn just a slight pull back on the stick and they once again swooped over the stumps of the old as well as the new rail bridge.
The rest of the circuit was uneventful, they climbed to 1000’ and on base lowered the undercarriage and 10 degree flaps.
Final and touch down smooth as a well fitting rivet (ill and defective rivets were one of the contributory causes of the first Tay Bridge collapse).
A very successful day. Now thoughts turned to the logistics of getting the Spitfire in Liege and the Otter to Southampton. If Dyce was tight for space it was nothing compared to Southampton.
I remembered a paragraph I had read about the Sea Otter’s last sea rescue:
On 19 July 1950, during the Korean War, Lieutenant P. Cane performed the last operational sea rescue in a Sea Otter, taking off from HMS Triumph. An F4U Corsair had been shot down by anti-aircraft fire, forcing the American pilot to ditch into rough seas. Cane's aircraft landed and the American pilot was rescued. Cane succeeded in returning the Sea Otter to HMS Triumph, and was later awarded the US Air Medal in recognition of his actions.
(Courtesy Wikipedia)
They powered her up and taxied onto rwy 9. Full power and 10 degrees of flap and the tail lifted at 57 Kn:
At around 90 Kn she lifted off and climbed steeply:
Patrick and William levelled off at 2500’ and turned north silhouetted by the morning sun:
The performance appeared slightly better than book, supposed max speed 142 Kn, this bird maxing out at 160 Kn. In a slight dive it could happily reach 190 Kn, not surprising as it was designed to perform dive bombing as well as maritime patrol and air-sea rescue. It had been called Stingray before the name was changed to Sea Otter.
The performance would come in handy if it was going to keep up with it’s more glamorous stable mate in the circumnavigation.
The next test for the happy duo, William Fitzpatrick and Patrick Fitzwilliam, was sea testing: landing, manoeuvring and take off. Landing was smooth and trouble free:
In the water she handled well, the water rudder effective and positive. Take off also smooth and easy, lifting off the water at around 100 Kn:
The pair climbed her to 2000’ and turned west on a downwind leg and towards the Tay bridges.
As they both attested later some aircraft just inspire confidence, this was one of them.
Patrick dived the Otter to just a few hundred feet above the water reaching around 190 Kn the Tay road bridge getting rapidly closer:
William tapped Patrick’s knee and shook his head in a silent No! The Tay road bridge is not the type of bridge for that kind of fun. Patrick conceded and they swooped over the top of it. But now the rail bridge loomed, the stumps of the old bridge running like dark angels of death alongside the new.
But nobody wanted a second Tay Bridge disaster, or as MacGonagel had put it:
Beautiful Railway Bridge of the Silv’ry Tay!
Alas! I am very sorry to say
That ninety lives have been taken away
On the last Sabbath day of 1879,
Which will be remember’d for a very long time.
‘Twas about seven o’clock at night,
And the wind it blew with all its might,
And the rain came pouring down,
And the dark clouds seem’d to frown,
And the Demon of the air seem’d to say-
“I’ll blow down the Bridge of Tay.”
(There are more verses… Just Google MacGonagel)
The Otter responded magnificently, and at 180 kn just a slight pull back on the stick and they once again swooped over the stumps of the old as well as the new rail bridge.
The rest of the circuit was uneventful, they climbed to 1000’ and on base lowered the undercarriage and 10 degree flaps.
Final and touch down smooth as a well fitting rivet (ill and defective rivets were one of the contributory causes of the first Tay Bridge collapse).
A very successful day. Now thoughts turned to the logistics of getting the Spitfire in Liege and the Otter to Southampton. If Dyce was tight for space it was nothing compared to Southampton.