Thanks! I used a combination of the VFR map and Volanta. Volanta gave me the added difficulty of not having the “magic line” pointing to my destination since I couldn’t get it setup right. So for the first several hours, I used brief spot checks of the VFR map at lengthy intervals (1-2 hours). After getting myself some rest I had drifted a good bit south as planned, and from there I started switching to Volanta for my checks. Once I had passed parallel with Howland, I allowed myself a rough line up check for Baker and flew until I hit it. From there, I gave myself one last alignment check for Howland and then kept the map closed the rest of the way. Perhaps next year I’ll give celestial navigation a try, but I must say as a sim experience, it was pretty tense on that last alignment hoping for Howland to appear.
Leg 28: Howland Island (HOWL) to Honolulu, Oahu, Hawaii (NPS/PHNP) - 1653nmi - 7/2/1937 18:30* Scattered Clouds 85*
We don’t know exactly what happened to Earhart and Noonan, beyond the obvious that they didn’t make it to Howland Island. So the remainder of this trip serves as memoriam to complete what they set out to do. Earhart had hoped to return to Oakland by the 4th of July, and so I will use that as my guiding principal for scheduling flight times. These times are only theoretical.
The facilities on Howland were quite limited, as it was purpose-built to service and refuel the Electra. Having arrived the morning of July 2nd, and being relatively so close to home by this point, I imagine Earhart and Noonan would be keen to get on their way to Hawaii as soon as possible. As it works out, an evening departure from Howland would result in a morning arrival at Honolulu. It seems plausible that upon landing, the duo could have a meal and then immediately retire while the ground crew refueled and checked out the Electra.
Lined up on the runway. The combination of slightly calmer conditions and less fuel weight made this a bit easier takeoff than from Lae, but it’s still a bit unnerving waiting for the airspeed to come alive and reach rotation speed as you slowly barrel toward the Pacific Ocean.
Off and away, this time with room to spare.
Climbing out from our oasis.
Cruising at 9,000 ft. The setting sun was breathtaking!
The darkness took hold as we settled in for an all-nighter, but at least there were some good views of the stars.
I realized we were making good enough time that I became worried we would arrive in the dark. It worked out though, as the faint glow from the islands in the dawn hours served as a beacon to guide us in.
Hello Honolulu, Oahu, Hawaii!
Having arrived in Honolulu, we are now at over 145 hours and roughly 20,400 + 2,228 = 22,600 nmi!
Leg 29: Honolulu, Oahu, Hawaii (NPS/PHNP) to Oakland, California (KOAK) - 2096nmi - 7/3/1937 17:00* Few Clouds 70* - Part 1
After a hypothetical landing on the morning of July 3rd, I imagine Earhart and Noonan would have been chomping at the bit to finish off the last leg and get home. I know that I easily could’ve immediately slept over 12+ hours, but I imagine they would’ve shaken some hands, likely had a good meal, and then gotten down to resting while the Electra was looked after. This second longest leg of the world flight would work out so that a late afternoon departure on the 3rd would result in a mid-day arrival in Oakland on Earhart’s target of the 4th. This timing would also allow any morning fog that may have built up along the Californian coast to hopefully burn off.
2 good engine starts and it’s almost time to go home!
Takeoff run at Ford Island. Extra care was given to avoid the ground-loop incident that occurred with the overweight Electra on Earhart’s first world flight attempt on March 20, 1937.
Climbing out from Pearl Harbor. It was a good day for flying.
Leg 29: Honolulu, Oahu, Hawaii (NPS) to Oakland, California (KOAK) - 2096nmi - 7/3/1937 17:00* Few Clouds 70* - Part 2
Sun up on July 4th to greet us cruising at 10,000 ft. I had switched over to my main tanks a little early (for real life considerations), so switched back to use up the center tanks. I was watching the fuel level intently until I got distracted. That ended abruptly as the tanks went dry and the engines started to sputter terribly. I leapt into action and switched them over to the mains as fast as I could. Luckily the engines picked back up to their familiar hum. Could you imagine coming all this way just to mess up the final fuel tank switch!?
Having aimed north of Oakland, we stepped down to about 6,000 ft and scanned the horizon through the clouds until a sliver of the Californian coast poked through to greet us.
Following the coastline south toward the San Francisco Bay.
The Golden Gate Bridge opened May 27, 1937. Last time I completed this flight, I posed for a shot on the way home, and it only felt right to do so again. I forgot the “1935” sceneries include an under construction version on the bridge, but considering it had only just opened at the time, I don’t hate it.
Turning for home. We made much better time than expected - arriving in late morning rather than early afternoon - but it worked out!
It was so good to see the Oakland airfield again! We overflew the airfield in celebration before circling around for landing.
What a relief to be back on the ground where it all began!
Hello Oakland, California!
Time for some well-earned R&R!!!
All told, we spent over 159 hours and covered over 22,500 + 2,228 (the Howland flight that didn’t track properly) = 24,700 nmi!
Is it only me, or does anyone else think there is something prophetic about the only part of your flight that didn’t track properly was the leg between Lae and Howland?
Congratulations! What a trip 
Thanks for the reports and pictures.
What’s next? 
Great going! Congrats on making it all the way around. Really cool to see a scenery with the bridge under construction.