**The OFFICIAL All Sims Air Tour Thread**

[ViperPilot2]

So true, finding pics of almost any vintage aircraft on the Net these days almost always results in 80% of the pics being of models!

Not that I have anything against models mind you, building them is my main hobby, but when you're looking for reference pics it gets to be a nuisance.

You could try a site like Airliners.net if you're looking for reference photos of Vintage airplanes that aren't Models or R/C examples.

Or, just look carefully at the Photo itself to determine if it's real or not!

 

[bosspecops]

You could try a site like Airliners.net if you're looking for reference photos of Vintage airplanes that aren't Models or R/C examples.

Or, just look carefully at the Photo itself to determine if it's real or not!

I do both of those, sure.

And I certainly can recognise most models, I've built thousands in my time, Melo's seen quite a few of them, and the ones I've yet to build too.

 

[jgf]

looking for reference pics it gets to be a nuisance.

Is it real or is it memorex? lol

Screenshots of some sim aircraft can be just as misleading.

And how I wish folks posting race sim videos on Ute-oob would label them as such.

 

[bosspecops]

I got a further leg of the Tour under my belt today, but I didn't see much scenery as the cloud base was so low and I kept having to climb above it to maintain ground clearance.

I flew a rather nice looking 1930s French airliner, the Potez 62 Flamingo. It was a twin engined, 14-16 pax airliner and a flight crew of two. Here I'm waiting to taxi to the East-West runway to take off into the westerly prevailing wind and this guy in the C172 on my port side is heading out for take off on the North-bound runway!



Not only that, but at the same time another guy in a Beech had just landed SOUTH-bound on the same runway! See my FST pic here. These AI crews are really not paying attention are they?



Ignoring those jerks I got clearance from ATC and started up, and did the folks astern of me know it! It's a long time since I saw that much smoke on startup!



Take-off went OK, but getting to the threshold was a bit of a pain. The Potez would not answer the rudder while taxi-ing and needed brakes to turn. Not only that but it needed opposite brake to stop turning so my ground progress was a series of swoops rather than a straight taxi.

Turning almost 180 degrees after my westbound take-off put me almost directly into cloud as it was only some 800 ft agl! Good thing I had a good blind flying panel as it got a LOT of work on this leg. Quite why the co-pilot sits sideways I'm not sure, his rudder control could be less than wonderful........



I started off cruising at 5000 ft at around 175 kts, from a boost setting of 18.5 ins mercury, which stacked up with the RW numbers quite well. There were no VOR beacons along the route so navigation was both by DR methods (when I could see the ground!) and by three ADF beacons handily positioned almost along the route. When I was in the clear it was a nice flight, but I had to continuously climb to stay in the clear, first to 7500 and then up to 10000 ft.



Now and then I caught sight of the USA somewhere below me, but the aircraft was very gust sensitive and rolled heavily, 10-15 degrees either way, all the time. I'm glad I had the wheel to hang on to, and I hoped the pax weren't too uncomfortable! One place I did glimpse through the cloud was Lake Norman, which is over 30 miles long and is a man-made freshwater reservoir, very impressive it looks too.



Mostly any scenery views looked like this, lots of cloud and haze, and the odd item viewed through breaks in the clag.



As before I had to fly way east to land on the only east facing runway at KINT Winston Salem, which took a while, and was very gusty, specially on the base leg. The west bound runway there was pretty short, only just over 3000 ft and I was worried about over-shooting so came in quite low and as slow as I could manage. As usual I had the 'tree on the centre line' to deal with, but managed to drop her onto the numbers, even if just a bit off-centre.



I just managed to stop before going off the end, and turned onto the north side taxiway with some difficulty. As usual the only structures here were the Tower and the fuel station, such a pity. But I got parked up OK, and headed off for an overnights stay.



With the tailwind I managed an average speed of 184 kts for the 141 nm trip, and burnt off 86 galls of fuel, quite a bit of it burnt in that startup smoke I bet! I'm almost at the coast now, and it'll be good to see some ocean for a change from all this rather flat ground scenery.

 

[ScottishMike1]

Sunday 18th. January
(KMEM) Memphis → (KEKY) Birmingham → (KFFC) Atlanta → (KGMU) Greenville
FS9/2004

Part 1 Memphis to Birmingham

We reached Memphis on the Thursday 15th. A lot to see, taste and drink. Friday and Saturday a write-off as far as flying was concerned.
As we were behind schedule we decided to try to catch up flying on Sunday 18th. Memphis (KMEM) to Birmingham (KEKY) touch and go to Atlanta (KFFC) another touch and go and head straight for Grenville (KGMU) and overnight there.

Just about recuperated we boarded our latest machine:


A 1938 Fairchild 24R2 with the 6 cylinder in-line Ranger power plant.
By 10:00 we were ready to power up, almost full tanks (232 lbs of fuel) plus our 545 Lbs.
The weather still good if cold: -2C Wind 281 at 20 Kts surface. At 5000’ -11C 278 at 27 Kts.
So a good tail wind and clear visibility. ATC gave us clearance to hold at rwy 36R.
We taxied for almost 15 minutes (this is one large airport) then had to wait for the MD83 to take-off:


Take off easy, the tail lifted almost immediately followed a second or two later by the main wheels. We were using first stage flaps and a touch of up trim. The only caviat: KEEP THE FLAPS ENGAGED till at least 300’ above the runway; retraction causing a marked dip.


This massive airport and odd hill behind us as we turned onto a 120 heading and climbed for 5000’


We cruised at 8000’ airspeed 103 Kts. Ground speed 136 Kts.
An uneventful flight and scenery. Finally Birmingham to our left and thank goodness we were headed for Bessemer (KEKY) not Birmingham Intl. We had planned a touch and go but had used a lot more fuel than expected: only 33% left. I guess we had been clipping along a lot faster than the economy settings. New plan was a “Splash and Dash”, filling the fuel tanks and hopefully not splashing on the dash to the toilets.
Bessemer field in sight to the far right.


Almost down and preparing for the Splash and Dash:


Main tanks full the others emptied and all on board:


And off again:

 

[ScottishMike1]

Sunday 18th. January
(KEKY) Birmingham → (KFFC) Atlanta → (KGMU) Greenville
FS9/2004

Part 2

Another uneventful leg, as we turned onto heading 83 for Atlanta Peachtree. It sounded picturesque as we cruised at economy settings, still a good tail wind (267 at 33 Kts), but prop and throttle feathered back to only 2100 rpm giving a ground speed of 116 Kts.
Some hills in the distance but also cloud, it was soon time to start the descent for Peachtree just south of the massive Atlanta Intl.
Down wind leg with Peachtree below our left wing.


On final, setting up for touch and go:


We touched and went, all good.


The final leg for today, the only concern: Fuel, or lack of it.
Final rwy 280 Grenville Downtown with just 6% fuel remaining. This bird sure knows how to drink!


Down and turning to taxi for our allotted parking spot, I hope we have enough fuel to get there.


We made it! Everything off. Time for a good hotel with hot bath and restaurant.

 

[jgf]

There's an old saying about "Be careful what you ask for..."
I didn't relish the thought of over three hours in the Fokker from Tulsa to Fart Worth, but didn't think this would be my option



The GeeBee Z left quite a legacy, especially considering it only "lived" four months. From winning the Thompson Trophy race in Sept '31 and two others to setting a speed record of 277 mph before being destroyed during a low level flight attempting a 300mph run in front of an audience and camera crew in Dec '31 (the old film is a classic of thirties aircraft, now available on youtube). The Granville Brothers (G B) continued making racing planes through the thirties, though never anything as extreme as the "Z" again - 700+hp in a 1500lb airframe.

Departing Tulsa, which of course backwards is a slut.




Handling isn't bad, a bit twitchy, especially as the speed increases; takeoffs are obviously easy, even with full tanks, just give it full throttle and around 100kts you're airborne ...back off quickly, it was claimed the airplane could climb 4000ft/min at 145 kt.

So far I've flown around 1300 miles or so ...and seen nothing but flat land as far as the eye can see.


Some weather moving in, never intended for night flying this plane has no lights or other amenities, not even a heater. On the other hand, cruising at 170kt at 3600ft beats crawling along in the Fokker.


Only flew over one airport the entire way - 0F9, Tishomingo Airpark. Opened in 1950 on a whopping 75 acres of land (there's a city park a block from me that is larger, lol), it has no tower or lights, one 3500ft asphalt runway open from dawn to dusk.


Snow again




Egad, a blizzard; temperature dropped 30deg C and the plane picked up 10kts speed.


180 kt in heavy snow, temperature -15 C, in an airplane with no insulation and no heat

 

[jgf]

Storm is over hopefully, still cold, and land still flat as my singing


25 miles to go, greenery appearing again




KDFW, crosswind so gusty I'm tempted to look for an airport nearby with east-west runways


Believe it or not I'm actually headed straight towards the runway


Was too busy to get screenshots of the landing. Under optimum conditions landing this lunatic requires four arms and six eyes, this was my first time with a crosswind. Normally you approach low and flat, around 120kt, keep it level; when near the runway back off to about 100kt and stay level, you should barely notice any descent on the VSI (the above shot has too much); ideally you will be flying 95kt one second and taxiing 95kt the next ...any noticeable amount of descent and you become an 1800lb pogo stick. Once down close the throttle and do nothing else but keep it straight on the runway, if you pull back on the stick to drop the tail it's likely to get airborne again, and don't even think about brakes or it will flip over on its back. Eventually the tail comes down and you steer with rudder, throttle and brakes simultaneously. Rumors that I bounced off the runway are totally false, I only bounced twice, then taxiied off the runway (unintentionally).

188 miles in 96 minutes, and I had to taxi forty miles to parking

 

[lucb]

@jgf not a trace of bad faith in you

 

[falcon409]

JGF, snow was actually a real possibility yesterday in our region (Oklahoma and portions of north Central Texas). I'm right on the northern border of Texas and Oklahoma (Sherman, Tx) and while we didn't seen the white stuff it was all around us for a portion of the day. I saw indications of it on radar in the DFW area "briefly".

 

[ScottishMike1]

Greenville (KGMU) → Winston/Salem (KINT)
19th. Jan
FS9/2004

It’s not that I have anything bad to say about Greenville, it sounds like a pleasant leafy place, but I don’t have anything to say about it and that is part of the problem. Possibly the anti-climax after Memphis and tiredness after completing three legs yesterday.

We sat around the breakfast table thinking about this National Air Tour, silence between us. We were all wondering the same; what aircraft to fly today? And the unspoken thought: Was it worth continuing?
Suzanne voiced it: “What and where today?”
“Here you all are! I was told I would find you here.” Alessandro boomed bonhomie and enthusiasm as he bounced into the room and pulled a chair to our table.
“Callum you’ve spoken to Alessandro on the phone. Suzanne meet Alessandro, the Piaggio Marketing Manager for the Americas. What can we do for you?” I asked.
I had met Alessandro in Chicago when the plan had been to fly Italian aircraft in the NAT to promote Italian Aerospace excellence. It had all fallen through when “The Other Place” went into hibernation.
“Good news Mike! Piaggio want you to fly their aircraft on the next few legs, all expenses paid. We have organised press, media and social media publicity. In and out of Kitty Hawk bellissimo! The past and present of Italian aviation.”.
We sat speechless, his enthusiasm contagious.
“This is what you will help fly today to Salem the SIAI Marchetti 208M:


Tomorrow to Wilson one of these the Piaggio P166:


Then the big entrance in Dare County (KMQI) with the special, Piaggio Batman:


Then a bit of history, and we have permission for a fly past of the famous monument, before returning and landing at Kitty Hawk. The Mago, Italian for magician or wizard:


Then leaving Kitty Hawk in the most modern a Piaggio P180 Avanti:


Your Siai Marchetti 208M is fuelled and ready, your co-pilot waiting.”
We looked at each other, grabbed our luggage and made for Greenville Downtown.
Paolo sat in the left seat Callum taking command. Cleared to rwy 1 and almost immediately cleared for take off:




She flew easily and predictably, what one would hope for a training craft. Not spectacular, not particularly fast but stable once trimmed. We were on a heading 60 cruising at 5500’ at 95 Kts. Very little wind but cloud developing:


Salem a much bigger conurbation than I imagined. ATC cleared us for rwy33:


We turned onto final::


Very stable craft, we cruised to landing at 65Kts. and taxied to our allotted space next to two Cessnas. Looking forward to the rest of the day and evening as well as the next four legs.

 

[bosspecops]

I finally made it to the coast.

I did legs 20 & 21 together, doing a touch & go at W03 Wilson and landing at KMQI Dare County. Just for a change I flew an American aeroplane, after all I'm flying here, aren't I, and a conventional looking one, too a Boeing 247D. A lovely looking aeroplane in United's colours of the period I think as well. Here I am taxi-ing out KINT Winston-Salem, way to the end of the northbound runway.



The 247 not only taxis nicely, but flies nicely too, apart from the fact that the FSX model is either seriously under-powered or the drag factors are all wrong. In the RW the 247 cruises at 190 kts, but this model only does 145 with the throttle wide open.

It does have a really good panel though, both in 3D and 2D.



My routing was almost due east, but with only one VOR on the whole route and only a few ADF beacons too, so a lot of the flying was by DR and it worked reasonably well as I had a few good waypoints to use. The first was Jordan Lake, just south and west of Durham, and it wasn't possible to miss as it's 12-13 miles long!



A little further on I was a approaching KRDU Raleigh-Durham Int. and the traffic started to increase, one Cherokee flying at the same 5000 ft as I was, came only a mile or so away to port.



KRDU itself was good to see as I've been there a few times in the RW. My employers had a small plant in Raleigh itself and I went there for some training once, and they liked me so much they asked me back to train some of THEIR staff in our service methods. KRDU is by far the largest airport I've flown over on the Tour too, it's a big place. Oh yes, that's I40 running right under me there too.



A little on the east side of KRDU I started my descent for W03 Wilson, turning first south on a downwind leg, then on base and then on approach for the T&G. The 247D looks really good in the turn, don't you think?



Slowing her down wasn't easy as she has no flaps, and she's a very sleek aeroplane, so the the throttle was almost totally closed and the gear was down pretty early on. I made it down OK, bounced her once and pushed the throttles back to full power.



After that it was a fairly long, straight run over to the coast, where I got my first sight of the Atlantic Ocean on the Tour, but I expect I'll see it for a while looking at the legs still to come.



KMQI Dare County is on an island just off the NC coast, or I think it is anyway. It's certainly perched on the end of along spit of land and I had to come in from the south with the northerly winds. Of course there was a tree on the runway centre line, there almost always is in FSX!



I made it down nice and softly, just past the numbers and a bit left of centreline, and was able to taxi clear of the runway and over to Flight Ops before shut down.



Not a bad flight, fairly uneventful, and at least I didn't have low cloud the whole way, as I've had on a few legs before. I only averaged 149 kts, and I was hoping to be nearer 200 in this speedy machine, so maybe I'll tweak a few things in the .cfg file. The fuel burn rate was STUPIDLY low being only 0.17 gall/nm, and even birds burn more than that!.

The next leg is pretty significant, being a short flight over to where it all began in 1903, and I plan to fly something REALLY strange for that one! And no, I don't mean a Wright Flyer!

 

[ScottishMike1]

Greenville (KGMU) --> Wilson Industrial (W03)
Wed. 21.st Jan.
FS9/2004

It felt a bit odd, we all felt the same, nice to have everything paid for but dancing to somebody else’s tune restrictive.
“We need to be at the airport for ten, the press are waiting.” Alessandro rushing our breakfast.
“I guess this is what paid employment is like.” I muttered to Suzanne.

The P-166DL-3, now there was a name that just tripped of the tongue, sat in the sunshine, Paolo at the commands. Suzanne would be co-pilot defined in the log as in training. She had a twin rating but not on turboprops.


Two other guys already belted up in the passenger seats.
I asked Paolo: “Who are the other passengers?”
“Influencers. They have their own YouTube channels and thousands of followers. They’ll be live streaming the whole leg.”
Callum sniggered and whispered: “You should have seen your face!”
I was still not used to a world where everything you did and said was recorded and could be used in evidence against you.
I grumped to Paolo: “What about radio interference from their equipment?”
“All cleared by the FAA, no problems.”
I wondered how true that was.
“Shut up Mike, today you’re just a dumb passenger.” Suzanne ordered.
One of the “influencers” offered his hand, presumably for shaking, “I’m Bud, pleased to meet you too.”
I took Suzanne’s advice and gave the fat hand a shake. Bud must have been over 220 Lbs.
Checks complete Paolo and Suzanne powered up. It was 10:37 No surface wind and no cloud, as we pushed back Paolo announced for the benefit of the influencers: “Wind at 8000’ is 285 at 26 Knots, so we will be cruising at 8500’ as we will be heading almost due East 103 degrees. I expect flight time will be close to one hour”.


Take off was uneventful as we obeyed that unwritten rule to be silent and let the pilots concentrate, apart of course for the influencers twisting this way and that trying to get the best shots out of windows and of the dash panel. I hoped Bud’s contortions were not upsetting the centre of gravity.


We turned onto a 103 heading as we climbed.


The P-166 had a spacious cabin that was very noisy. A blessing as I didn’t have to make conversation with the other passengers. The scenery flat again.
We made a course change as we approached Durham/Raleigh:


Their shared international airport ahead:


Past Raleigh and we started a gentle descent for Wilson Industrial, it had no ATC or automated weather so Paolo decided rwy 27 would be most prudent with a 4495’ runway Alt. 161 ft.
Wilson ahead as we fly a downwind leg for a traditional “tear drop” approach.


Not the best final, as we twist for rwy 27


Paolo still managed a good landing:


We taxied to the terminal the pilots completing the shut down procedures.


I hoped we didn’t have to share the same hotel as the “influencers”.