Took the Black Square Bonanza “base model” from KMYF to L08 (Borrego Valley), used a real terminal chart for planning, and decided to use RNAV to make myself a custom beacon for L08 using 114.0 (Julian), 15nm at 45 degrees (in case any fellow SoCal fans should want to try this flight). As I approached Borrego I got some nice signal attenuation. Made one of the finest descents and approaches, making up for last nights thud fest of bad landings. I’m not done for the day yet!!!
5 Likes
Which Long Beach is that? Western WA?
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CYAZ Tofino BC
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It’s a shame we don’t have this little guy available at Xbox…
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10 Likes
Well, that was a fun ride from London City Center to Le Bourget. Awesome low-viz departure from LC. Winds were beautiful once we got over the Channel and headed easterly - I was running GS 311 True at one point.
ATC decided to descend early. Good thing I dialed in ATIS ahead of time and was in range, it was RWY25 which has only a LOC A offset approach. I knew the best entry was MOPAR6 and just as we were closing on the transition, ATC finally cleared me to it. Unfortunately, the FMS completely cut the corner and I ended up at a bad entry angle to the ILS feather.
It was good that I had practiced LOCs only and speed over distance with the jet - set up a nice 600 fpm rate down to 500’ while recovering laterally. Never, never, never get complacent when you think everything is going just dandy and dialed in. 
Uncle Murphy will Gibb-smack you on the head right. My moment was at about 700’ as I was head up and out trying to cross-check that I had the right approach lights because 21 and 25 were both in my FOV.
A CAS message kept dinging and I finally figured out why - my gear had chosen not to deploy, and the FMS was reminding “Hey stupid, gear’s up and locked.” I cycled the switch twice and decided things were broken, but I had also lost just about 200’ before making the decision to use the emergency gear release. Confirmed out of the corner of my eye that I had three down and locked while cross-checking the approach lights one more time. The other old habit that saved me was setting the manual heading bug to final runway mag. Two sets of lights - look down - yep, stay on course, that’s the one the bug is pointing at. Still got sloppy on line up but recovered nicely for a good landing, but not a greaser.
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Took one of the Oregon Air National Guard’s F-15s out for a spin from Portland* 
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Leg 13 from Philippines to Hong Kong. RPLI 
VHHX
New Hong Kong airport (VHHH) was not existing, when DC-3 used to fly. So my destination was famous Kai Tak.
Whole flight was over the sea, so almost no navigation cues. I used dead-reckoning with some VOR help. I departed LAO VOR on course 309. I soon established that my heading had to be 307 to compensate wind. Luckily that was small crosswind, so no much deviation. Of course, after some time I lost the signal. The only navigation cue is tiny island on half way. And I passed above it exactly as planned and change course to 307 (heading 305). And in 1 hour I could see Hong Kong right in front of me. Then I joined Kai Tak right downwind 13 and flew visual approach over Kowloon. Unfortunately I was not able to point drone to take photo of Hong Kong Island side.
The navigation was much easier than I expected. Let’s see how it goes on my next leg to Taiwan.
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When I took off from a small airstrip called LF54 in the south of France and headed in a southwesterly direction, I saw a strange mountain nearby.
It is called Mount Aiguille.
There are many strange places on earth.
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IFR flight from Paro to Kathmandu on a TBM 930
Kanchenjunga, the third highest mountain on Earth
On final
Did this scenic RNP approach coming from IGRIS but the weather was not so good as you can see
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Taking off from KOMK early morning. 
flying over Grand Coulee Dam and Reservoir.
Say hello to the sun rise!
Get some breakfast in Spokane and figure out where to go next. South back to California or back East to Colorado?
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This reminds me of the movie “Airplane!” I just dated myself, I know.
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Go Charles!
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